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MANUAL OF SPECIFICATIONS AND STANDARDS
Government of Andhra Pradesh
HMR: SS: 01-2008
All rights reserved. No part of this publication may be reproduced or transmitted in any form or by any means, electronic or mechanical, including photocopy, recording, or any other information storage and retrieval system, without prior permission in writing from the publisher.
This is a technical document which has been produced by Hyderabad Metro Rail Ltd. For any further technical clarification please contact:
N.V.S. Reddy, IRAS Managing Director Hyderabad Metro Rail Ltd. Metro Rail Bhavan, Saifabad Hyderabad 500 004 Phones : +91-40-23388580/81 Fax : +91-40-23388582 Email : firstname.lastname@example.org
Published by Dr. C.V.S.K. Sarma, IAS, Ex-Officio Principal Secretary Municipal Administration & Urban Development Department Government of Andhra Pradesh Metro Rail Bhavan, Saifabad Hyderabad 500 004
Readers are advised to seek independent technical advice before embarking upon development of any Metro rail system whether based on any of the specifications and standards contained in this publication or otherwise. Contents of this book should not be construed as technical or legal advice.
Printed by Pragati Offset Pvt. Ltd. 17, Red Hills, Hyderabad 500 004
Foreword Preface Abbreviations Definitions
1 General Technical Requirements 1.1 1.2 1.3 1.4 1.5 1.6 1.7 1.8 1.9 1.10 1.11 1.12 1.13 1.14 1.15 2 General Alternative Standards and Specifications System Performance Requirements General Technical Requirements of the System Engineering and System Design Engineering Philosophy and Requirements Design drawings and documents Quality Assurance Reliability, Availability and Maintainability Safety Engineering Electromagnetic Compatibility (EMC) Assurances Safety of Traffic and Workers Testing Review and Comments by the IE Definitions and Interpretation vii ix 1 9 21 21 22 22 23 23 23 24 25 25 26 26 28 28 28 28 31 31 32 34 43 43 44 45 45 45 46
Rolling Stock 2.1 2.2 2.3 2.4 2.5 2.6 2.7 2.8 2.9 2.10 General Performance Requirements Coach Design Requirements Auxiliary Power Supply Electromagnetic Compatibility and Environmental Conditions Environmental Noise Standards Testing and Certification of Rolling Stock Train Data Recorder Maintenance Plan Coach Requirement Calculations
MANUAL OF SPECIFICATIONS AND STANDARDS
2.11 2.12 3
Computer Simulation Results Training of Maintenance and Operating Personnel
46 47 51 51 51 53 53 53 53 56 56 58 58 63 65 66 66 67 69
Alignment and Trackwork 3.1 3.2 3.3 3.4 3.5 3.6 3.7 3.8 3.9 3.10 3.11 3.12 3.13 3.14 3.15 General Alignment and Track Structure Requirements Operating Requirements Track Gauge Track Spacing Track Geometry Track Structure Track Tolerances Electrical Insulation Track Components Special Layouts Track Monuments Inspection and Testing Design Documentation Maintenance Schedule of Dimensions for Standard Gauge
Appendix I (Chapter 3) 4
Signalling and Train Control 4.1 4.2 4.3 4.4 General Design Criteria Performance Specification Equipment
77 77 78 79 84 91 91 92 93 95 96 98 99
Electric Power System 5.1 5.2 5.3 5.4 5.5 5.6 5.7 General System Overview Design Criteria Power Supply System SCADA System System Earthing Performance Specification
Communication Systems 6.1 6.2 6.3 6.4 6.5 6.6 6.7 6.8 6.9 6.10 6.11 General Data Transmission System Clock System Telephone System Closed Circuit Television Public Address System Radio System Station Management System Passenger Information System Train borne Communication System Office Automation and Information Technology
105 105 106 110 111 113 114 116 119 124 125 128 131 131 131 136 136 141 141 141 145 145 147 147 155 155 157 159
Automatic Fare Collection System 7.1 7.2 7.3 7.4 General Technical Requirements Security Design Documentation Requirements
Maintenance Depot 8.1 8.2 8.3 8.4 8.5 8.6 General Engineering Specifications Maintenance Management System Other Requirements Materials and Finishes Fixed Installations
Accommodating Structures 9.1 9.2 9.3 9.4 9.5 General Elevated Guideway Structure – Features Elevated Guideway Structure – Design Criteria
Re-instatement Works, Utilities and Miscellaneous Infrastructure 173 Works Landscaping and Environmental Requirements 173 177 177 177 178
Station Planning and Design 10.1 10.2 10.3 General Site Access and Circulation Station Architecture
3 12.MANUAL OF SPECIFICATIONS AND STANDARDS 10.3 14.1 11.1 12.2 11.2 General Commissioning 14 Work Site Safety.12 10.7 10.8 10.5 General Electrical Services Fire Detection and Suppression Systems Water Supply System Drainage System 12 Operations Control Centre 12.5 10.9 10.6 10.3 11.2 12.10 10.1 13.4 14.5 14.14 10.6 14.13 10.4 General Operations Control Center (OCC) – Composition OCC Operations Plan Operations Control Centre (OCC) – Overview 13 Commissioning of the Rail System 13.15 11 Station Quality Spatial Vertical Clearances Pedestrian Access Vehicular Access Station Parking Station Design Requirements Performance Requirements Materials and Station Finishes Landscaping at Elevated Station Complex and Guideway Alignment Rain Water Harvesting Fencing Environmental Protection Requirements 178 179 179 179 180 180 185 189 192 193 193 193 197 197 197 209 211 212 217 217 217 218 221 225 225 226 229 229 229 230 231 238 238 238 Building Services 11. Reinstatements and Traffic Regulations 14.4 10.11 10.7 General Site Management Design of Temporary Works Construction Requirements Survey Points Protection of the Works from Weather Damage and Interference iv .1 14.4 11.2 14.
11 14.14 14.16 Appendix I (Chapter 14) Appendix II (Chapter 14) Utilities Structures.CONTENTS 14.12 14.10 14.13 14. Roads and Other Properties Access Trees Removal of Graves and Other Obstructions Protection of the Adjacent Structures and Works Traffic Management Plan Approval for Temporary Traffic Arrangements and Control Security Works Areas and Temporary Power Supply 239 239 239 239 239 240 240 242 244 247 Utilities 253 Contributors to the Manual 255 v .9 14.8 14.15 14.
efficient and economic framework based on international best practices. However. therefore. reliability and safety. The Manual thus evolved would. Its provisions would be enforceable and any breach would expose the concessionaire to penalties. This Manual would also be useful for other States that wish to take up similar projects. by reference. These efforts were supplemented by extensive consultations with experts and stakeholders. In that sense. The State Government had engaged reputed international consultants for developing the Manual of Specifications and Standards. the MCA specifies the performance standards that would have a direct bearing on users of the rail system. The Manual reflects a delicate balance that would enable development of a world-class metro system while at the same time improving on its financial viability by optimising on costs and obligations. Build. For awarding the Hyderabad Metro Rail Project within a competitive. Finance and Operate (DBFO) approach that requires the concessionaire to bear the responsibility for detailed design and engineering. including termination of the concession. mandates a Manual of Standards and Specifications that the concessionaire must conform to. by any standards. which was reviewed by the Delhi Metro Rail Corporation that has a successful track record in building and operating urban rail systems. the Manual would be a key document in safeguarding user interests.Foreword The Government of Andhra Pradesh is to be complimented for undertaking the Hyderabad Metro Rail Project through Public Private Partnership (PPP). Besides attracting private capital in a public infrastructure project of fairly large dimensions. a public infrastructure asset must conform with specifications and standards that provide the requisite assurance relating to its quality. the Planning Commission had provided a Model Concession Agreement (MCA) for adoption by the State Government. Nevertheless. with least cost to the users and to the public exchequer. Consistent with the DBFO approach. the accountability for providing a safe and reliable rail system ultimately rests with the Government and the MCA. It would be a path-breaking effort. This implies a shift from input specifications to output-based specifications that would provide the private sector with a greater opportunity to add value and reduce costs by innovating and optimising on designs in a way normally denied to it under conventional input-based procurement specifications. The MCA is based on the Design. and its success would open up similar opportunities in India and abroad. Hence. The focus is on ‘what’ rather than ‘how’ in relation to the delivery of services by the concessionaire. The objective is to provide a safe and reliable urban rail system through PPP. this would help in improving efficiencies to world-class standards and thereby reducing costs. vii . form an integral part of the Concession Agreement for the Hyderabad Metro Rail Project and shall be binding on the concessionaire. the need for this Manual.
ably led by Mr. Planning Commission viii . N.S. I have no doubt that this Manual would go a long way in development of metro rail systems through PPPs – a modality that has become inevitable for attracting ever larger volumes of investment to this sector.V. Having written the Model Concession Agreement on which the Concession Agreement for the Hyderabad Metro Rail System is based. I am particularly delighted with this excellent piece of work that will form an integral part of the contractual framework.MANUAL OF SPECIFICATIONS AND STANDARDS The project team for the Hyderabad Metro Rail Project. 2008 (Gajendra Haldea) Adviser to Deputy Chairman. Reddy. July 02. is to be congratulated for producing this volume with the assistance of eminent experts.
in PPP mode has been undertaken by Government of Andhra Pradesh (GoAP) with partial financial assistance from GoI under the Viability Gap Funding (VGF) scheme. Metro Rail Systems are highly complex and intricately interdependent on a whole spectrum of technologies ranging from structural stability in civil engineering to the latest computerized signaling systems. have evolved a reliable. Build. While it is difficult to draw up and indicate Specifications and Standards to be relevant for a time span of over three decades in a fast changing technology scenario. An important factor that has to be kept in mind while building/strengthening the urban infrastructural facilities is that presently India is only at 30% urbanization level. development of modern Metro Rail Systems in India is a relatively new phenomenon and developing them in PPP mode is being attempted for the first time. address their concerns and make the Manual technology-neutral. the infrastructural facilities in Indian cities are grossly inadequate to make our cities globally competitive. Both these documents are legally binding and the Concessionaire will have to conform to the provisions and specifications incorporated in them. it must nevertheless be stated that our team of dedicated technicallyknowledgeable senior officers and technical experts. The basic philosophy behind these key documents of the Design. implementable and pragmatic MSS. while offering the Financial Bids. Building of rail-based Mass Rapid Transit Systems (MRTS) is a key component in this endeavour. Public Private Partnership (PPP) approach has been identified by Government of India (GoI) as an important mechanism to bridge the wide resource gap in this context and many of the state governments are also increasingly following this approach in tandem. the bidders will have to keep the provisos of the specifications and standards indicated in the MSS in mind. Operate and Transfer (DBFOT) format is that while the Concessionaire is responsible for all these DBFOT functions. Development of Elevated Metro Rail System in some of the high density traffic corridors of Hyderabad city. Finance. Indian cities have an excellent opportunity to be global “back office” hubs and to benefit from the resultant economic gains. which is the Concessioning Authority. However. with a Model Concession Agreement (MCA) and Manual of Specifications and Standards (MSS) as the key documents. The scheme envisages a transparent and competitive bidding process based on international best practices. As urbanization picks up a fast pace. after several rounds of brainstorming sessions and deliberations. ix . technical specifications and safety standards squarely lies with the Government. improvement of these facilities would be a daunting task and the resources required would be of immense magnitude. The Manual underwent several revisions and each revised draft was circulated to all the pre-qualified bidders of the Hyderabad project to accommodate their views. One of the main areas of urban infrastructural development is creation of a robust and efficient Public Transportation System. the capital of Andhra Pradesh. However.Preface In the ‘service’ sector dominant post-industrial era. Thus. the primary responsibility of ensuring a world class mass transit system which conforms to the performance criteria. but already the infrastructural facilities are under severe strain.
which is a pioneering one for a PPP Metro rail project in this country. S.S. Mangu Singh. With emphasis on “performance-based outputs” rather than the conventional “input” oriented specifications. Former Chief Engineer. Sreedharan. GoAP. Delhi Metro Rail Corporation (DMRC). GoI. On behalf of Government of Andhra Pradesh (GoAP). R. to address project-specific requirements. Hyderabad Metro Rail Limited and Ex-Officio Principal Secretary to Government of Andhra Pradesh for their active role and guidance in preparation of this Manual. Government of India (GoI). Saha. I am extremely grateful to Padmavibhushan Dr. Since the specifications and standards incorporated in the Manual are contractually binding on the Concessionaire. However.P. T. 2008 (N. Mr. Hyderabad Metro Rail Ltd & Project Director.K. Ministry of Urban Development. Mr. Former Chief Signalling and Telecommunications Engineer. I would like to express my gratitude to Dr.V. I would also like to thank Mr. Gajendra Haldea. Chairman. Secretary. M. Former General Manager. E.P. for encouraging us to undertake development of an elevated Metro Rail System spanning over 71 km in Hyderabad city in PPP mode. This Manual can be used as a good technical document for building and operating a sophisticated elevated Metro Rail System in a sustainable manner. which are to be stated upfront. Sivaramakrishna. Garg. DMRC. Indian Railways and Adviser to Government and Dr. the Manual allows scope for design innovation to optimize life cycle costs and reflects a fine balance between the interests of the Users of the system and those of the Concessionaire. for their constant encouragement and support. the legendary Metro rail veteran of India and Mr. Subba Rao. Adviser to Deputy Chairman. the contribution made by Mr. Iyer. an expert civil engineer and Director.S. Director (PPP). Planning Commission for ably guiding us in preparation of this comprehensive Manual. and Dr. GoI deserves special mention. Indian Railways. Ramachandran. Former Chief Commissioner of Railway Safety. Reddy) Managing Director. the said schedule allows deviations. care has been taken to ensure that the Manual is consistent with the provisions of MCA. Ramakanth Reddy. Secretary. Mass Rapid Transit System Government of Andhra Pradesh x . Mr. While a large number of technical experts with varied and vast experience in rail technologies and operations have contributed to this volume. Indian Railways. an eminent electrical engineer and Director. Such an enlisting of deviations would enable the bidders to appreciate the financial implications more accurately and offer competitive bids.K. Satish Kumar. I am also grateful to Mr. C. Ministry of Finance. Stanley Babu. Mr. G. P. S. Finally. D.V. July 02. Sarma.MANUAL OF SPECIFICATIONS AND STANDARDS The Manual has to be used in conjunction with Schedule-D of the MCA. Planning Commission and Mr. Chief Secretary.
Abbreviations The following abbreviations are used in this Manual of Specifications and Standards: Abbreviation AAR AASHTO AC AFC AFTC AIS ANSI AP TRANSCO AREMA ARS ASP ASS ASTM ATC ATO ATP ATR ATS BIS BS CA CATC CEB/FIP Full Name Association of American Railroad American Association of State Highway and Transportation Officials Alternating Current Automatic Fare Collection Audio Frequency Track Circuits Association of Information System American National Standards Institute Transmission Corporation of Andhra Pradesh American Railway Engineering and Maintenance-of-way Association Automatic Route Setting Audio and Selection Panel Auxiliary Sub-Station American Society for Testing and Materials Automatic Train Control Automatic Train Operation Automatic Train Protection Automatic Train Regulation Automatic Train Supervision Bureau of Indian Standards British Standards the Concession Agreement entered into between the Concessionaire and the Government Continuous Acting Train Control (system) Comite Euro – Internationale du Beton(Euro-International Concrete Committee) – and Federation Internationale de la Pre-contrainte (International Federation of Pre–stressed Concrete) 1 .
European Committee for Electro technical Standardization Communications Equipment Room Chartered Institution of Building Services Engineers International Commission on Illumination Central Processing Unit Central Public Works Department Control Superintendent Contactless Smart Card Central Voice Mail System Central Voice Recording System Continuously Welded Rail Direct Current Depot Control Center Diesel Generator Direct Line Telephone Direct Outward Dial Detailed Project Report Depot Security Office Data Transmission System Digital Voice Announcement System Digital Video Recorder Electrical and Mechanical Engineering Controller Equipment Control and Monitoring System 2 .MANUAL OF SPECIFICATIONS AND STANDARDS CBI CC CCH CCTV CEB/FIB CENELEC CER CIBSE CIE CPU CPWD CS CSC CVMS CVRS CWR DC DCC DG DLT DOD DPR DSO DTS DVAS DVR E&M EC ECMS Computer Based Interlocking Central Computer Central Clearing House Closed Circuit Television Model Code for Concrete structures. “CEB Bulletin”.
ABBREVIATIONS EIA EIG EMC EMI EN EP ETP FAT FFT FIDS FRLS FRLSOH GPS GUI HDPE HV IABSE IE IEC IEEE IES IGBT IRC IRS IS ISA ISO IT ITU-T Energy Information Administration Electrical Inspector of Government Electro-magnetic Compatibility Electro-magnetic Interference Euro Norm (European) Standard Electro-Pneumatic Effluent Treatment Plant Factory Acceptance Tests Fast Fourier Transform (method) A Flat-Panel Interactive Display System Flame Retardance Low Smoke Emission Fire Retardant Low Smoke Zero Halogen Global Positioning System Graphical User Interface High Density Poly Ethylene High Voltage (as per Indian Electricity Rules) International Association for Bridge and Structural Engineering Independent Engineer International Electro technical Commission Institution of Electrical and Electronic Engineers Illumination Engineering Society Insulated Gate Bipolar Transistor Indian Roads Congress Indian Railway Standards Indian Standard Independent Safety Assessor International Standards Organization Information Technology International Telecommunications Union–Telecommunication Standardization Sector 3 .
MANUAL OF SPECIFICATIONS AND STANDARDS JIS Kmph LAN LCD LCP LCX LED LOMA LV LWR MCB MCBF MCC MDB MIS MMI MMIS MMS MOSRTH MSS MTBF MTTR NBC NEMA NFPA NMS O&M OA OCC Japanese Industrial Standards Kilometers per hour Local Area Network Liquid Crystal Display Local Control Panel Leaky Coaxial Light Emitting Diode Limit Of Movement Authority Low Voltage (as per Indian Electricity Rules) Long Welded Rail Miniature Circuit Breaker Mean Cycle Between Failures Mains Circuit Control Main Distribution Board Management Information System Man-Machine Interface Maintenance Management Information System Maintenance Management System Ministry of Shipping. Road Transport and Highways Maximum Safe Speed Mean Time Between Failures Mean Time To Restore National Building Code (of India) National Electrical Manufacturers Association National Fire Protection Association Network Management System Operation and Maintenance Officer Accommodation Operations Control Center 4 .
Maintainability Demonstration Testing Right of Way Rectifier Sub Station Remote Terminal Unit Signalling and Telecommunications Site Acceptance Tests Shoe and Allied Trade Research Association 5 . Availability and Maintainability Rapid Speech Transmission Index Reinforced Cement Concrete Radio Control Panel Radio Dispatch Workstation Radio Frequency Ride Index Return Journey Ticket Reliability.ABBREVIATIONS OOG PABX PAS PC PCM PIC PIDS PIS PSB PSTN PTCC PTFE PTZ PWD RAM RASTI RCC RCP RDW RF RI RJT RMDT ROW RSS RTU S&T SAT SATRA Out of Gauge Private Automatic Branch Exchange Public Address System Personal Computer Pulse Code Modulation Passenger Inter Communication Passenger Information Display System Passenger Information System Platform Supervisor Booth Public Switched Telephone Network Power and Telecommunication Consultants Committee Poly Tetra Fluoro Ethylene Pan/Tilt/Zoom Public Works Department Reliability.
MANUAL OF SPECIFICATIONS AND STANDARDS SC SCADA SCIL SCR SDH SEJ SER SIL SINAD SJT SMS SOD SPL SS STM SV TC TCCP TDR TEP TER TETRA TNS TO TOM TPS TSR TSS TVM Station Controller Supervisory Control and Data Acquisition Safety Critical Items List Station Control Room Synchronous Digital Hierarchy Switch Expansion Joint Signalling Equipment Room Safety Integrity Level Signal plus Noise plus Distortion (ratio) Single Journey Ticket Station Management System Schedule of Dimensions Sound Pressure Level Sub Station Standard Telecom Mode Stored Value Traffic Controller Train Cab Communication Panel Train Data Recorder Track Earthing Panels Telecommunications Equipment Room Terrestrial Trunk Radio Three phase and Neutral system Train Operator Ticket Office Machine Traction Power Substation Train Service Regulator Traction Sub-station Ticket Vending Machine 6 .
ABBREVIATIONS UD UIC UPS VAC VCC VDU VVVF WAN XLPE Usage Data Union Internationale des Chemins de Fer (International Union of Railways) Uninterrupted Power Supply Ventilation and Air Conditioning Vehicle Communication Controller Visual Display Unit Variable Voltage Variable Frequency Wide Area Network Cross Linked Poly Ethylene 7 .
unless repugnant to the context or meaning thereof. shall mean the horizontal and vertical profile of railway track. have the meaning hereinafter respectively assigned to them: Term Abnormal Operation Added Value Machines (AVMs) ALARP Alignment Automatic Train Operation (ATO) Automatic Fare Collection (AFC) Automatic Train Control(ATC) Definition shall mean a situation where the Train control and/or the signalling system operates in an unscheduled situation. Automatic Train Protection(ATP) Automatic Train Regulation(ATR) Automatic Train Supervision(ATS) Auxiliary Equipment 9 . the following words and expressions shall. the Train service returns to time tabled operation or to regular fixed headways. monitors and controls the Trains in service and provides data to controllers to adjust the Train services to minimize the inconveniences caused by Train operation disruptions. shall mean the top-level system in real time Train control which regulates performance levels. shall mean the sub system of the ATS which ensures that following disruption. incorporate Automatic Train Protection (ATP) subsystems and shall have features to enhance operational safety. The ATC shall inter alia. passenger facilities and emergency battery systems in the Trains. shall mean the principle that no risk can be accepted unless reduced to As Low As Reasonably Practicable. shall mean auxiliary power supply equipment providing power for Train lighting. shall mean the system for automatically controlling Train movements and directing Train operations. shall mean the sub system of the ATC which alerts the TO regarding speed and automatically applies brakes if there is no reaction from the TO. air conditioning. shall mean the system which automates fare collection by automating the ticket selling and accounting processes and providing data on system usage. shall mean the system which undertakes functions otherwise assigned to the TO. shall mean the equipment utilizing which Users having a stored value ticket can increase the residual value of such ticket.Definitions In this Manual of Specifications and Standards (the “Manual”).
or super elevation Car or Coach Civil Speed Limit Command “COD” or Commercial Operation Date Construction Works Correct Stopping Position 10 . which speed limit shall not be exceeded at any time. either powered or non-powered. shall mean the structure at the end of a track to prevent cars from proceeding beyond the end of the railway line. shall mean the probability that an equipment or system can perform a required function under given conditions over a given time interval or similar measurement. Availability Bi-direction Bogie Buffer Stop Cab Signalling Cant. shall refer to the signalling in the Train cab which governs the movement of the Train by conveying the limit of movement authority (LOMA) and the authorized speed. shall refer to the facility to perform or modify a function of the System. Signalling systems and communication systems. shall mean the permanent maximum speed limit determined by the track geometry for all Trains upon a particular section line. shall refer to the point at which Trains are required to stop in a station platform. shall mean all works and things necessary to complete the Rail System in accordance with the requirements of the Concession Agreement and includes tracks. The Bogie has a central pivot on which the car is supported which allows it to guide the car into curved tracks. shall mean a four wheeled truck used in pairs under the rail car. required by all fixed low voltage electrical installations including electro mechanical installations at Stations. shall mean the amount by which the outer rail is raised over the inner rail on horizontal curves. shall mean a passenger carrying rail vehicle. shall mean supply for lighting and power sub-net work. target distance / speed as deduced from the most restricting ATP condition. shall mean the operation of Trains in either direction over the same section of track subject to built in safety systems.MANUAL OF SPECIFICATIONS AND STANDARDS Auxiliary Power Converter Auxiliary Power Supply shall mean the converter that converts the traction supply voltage into more appropriate supplies for use by Auxiliary Equipment. signalling mode etc. shall have the meaning ascribed to the term in the Concession Agreement.
shall mean a distribution company which is licensed to sell electric power. as viewed by a TO in the lead cab. discs. from the DCC. films. writings. drawings. shall refer to the time from when equipment. shall mean documentation in printed or written form. supplied. tested and commissioned under the Concession Agreement for the operation of the Rail System and includes maintenance equipment. manufactured. or in tapes. A generic term for the use of motors for braking which includes both rheostatic braking and regenerative braking.DEFINITIONS Cross over Degraded Delay shall refer to the means by which two juxtaposed tracks are connected. shall refer to the ability to determine that a track section or block is occupied by a Train. as viewed by a TO in the lead cab. electronic. or system becomes unavailable for use due to maintenance attention until the time it becomes available for use again. the Normal (N) direction of travel shall be the left-hand track. such that the speed of a following Train is not reduced by the Train ahead. shall mean the minimum time interval between successive Trains operated at the permitted line speed. or expressed in any other written. shall refer to the Person who controls the movement of Trains inside a Depot. cassettes. computer programmes. shall mean the area designated for train stabling and maintenance of Trains and other sub-systems of the Rail System. photographs. sub-system. shall mean a delay caused due to the inability of a Train to move or due to reduction in the speed of such Train resulting from failures in the system. or the ability to verify that a point or signal has operated correctly as part of interlocking. shall refer to all states or conditions. other than “normal”. The Reverse (R) direction of Travel shall be the right-hand track. special tools. installed. building and facilities. reports. audio or visual form. Depot Depot Controller Design Headway Detection Direction of Travel DISCOM “Document” or “Documentation” Downtime Dynamic Brake E&M Equipment 11 . shall mean all equipment and systems to be designed.
public and to the equipment. shall mean an event which causes loss of function or performance within any part of the signalling and/or Train control system and requires a maintenance intervention to restore full functionality and performance. shall refer to the barrier between the “paid” and “unpaid” area. methods. Trains and methods of working. shall mean the practices. including Users thereof. or which poses an immediate threat of material damage to any of the Project Assets. designs. shall mean the Electrical Inspector of the Government. such as Earth mat. safe. shall refer to an air brake that will allow for immediate application of brakes throughout the Train length. and the like. techniques. shall refer to electrical and mechanical facilities.MANUAL OF SPECIFICATIONS AND STANDARDS Earthing or Grounding EIG Electro pneumatic brake Emergency shall mean the connection of equipment enclosures and non current carrying metal parts to earth to provide safety to personnel. reliability and prudence which are generally and reasonably expected from a reasonably skilled and experienced operator engaged in the same type of undertaking as envisaged under this Agreement and which would be expected to result in the performance of its obligations by the Concessionaire in accordance with the Concession Agreement. shall mean the Government of Andhra Pradesh. The fare gate will read a ticket and release the gate when a valid ticket is presented. Applicable Laws and Applicable Permits in reliable. to be included within the structures. Embedded E&M Emergency Brake Fail Safe Failure Fare Gates General Rules Good Industry Practice Government 12 . standards. diligence. bonding. skills. efficiency. which is applied continuously in emergency overriding any other control in operation. shall mean a condition or situation that is likely to endanger the security of the individuals on or about the Rail System. shall mean the automatic brake system fitted to attain a restrictive braking distance/speed performance. shall mean the rules for working of stations. shall mean a design feature which enables a system (or element of a system) to revert to the safe condition in case of its failure. (Brakes are applied or released by electric/electronic signal on each Coach). economical and efficient manner.
shall refer to the repair. beyond which no part of the vehicle or Coach in motion may protrude. and (iv) maximum speed set by the current operating mode and Train parameters. shall be the lowest of: (i) the Civil speed Limit. can be carried out in a stated time interval when the maintenance is performed under stated conditions using stated procedures and resources. replacement or repair carried out on equipment. shall indicate the dimensions measured from the track center. shall mean the interface between the Controller and the control system. shall refer to the system to prevent setting up of conflicting routes. shall mean the luminous flux incident on a surface divided by the area of the surface and is measured in lux where 1 lux=1 lumen/m². sub-systems or systems which results in the item undergoing attention being preserved within maintenance tolerances or returned to its design tolerances. to facilitate Bogie disconnection. shall mean this Manual of Specifications and Standards. adjustment. (iii) maximum permissible Train speed. safety requirements and Good Industry Practice.DEFINITIONS Horizontal Curve Illuminance shall mean a track which is curved in plan. shall mean the probability that a given maintenance action for a given equipment or system under given conditions of use. Interlocking Kinematic gauge Lifting System Limit of Movement Authority Maintainability Maintenance Maintenance Manual Man Machine Interface (MMI) Manual Maximum Safe Speed (MSS) 13 . (ii) safe speed required to observe any Speed Restrictions in force. shall include visual inspection. shall mean a system by which Coaches are lifted from under their Bogies to an ergonomic working height. operation and maintenance manual evolved by the Concessionaire in consultation with the Independent Engineer for the regular and preventive maintenance of the Rail system in conformity with the maintenance requirements. shall refer to a section of line ahead of a Train which is clear for the Train to proceed. the vehicle body being supported by body supports at specific locations points when the Bogies are removed.
Operating headway should allow a defined margin over design headway. is the Normal Operating mode of driving enabled by ATO and supervised by ATP. shall mean a brake designed to hold a stationary Train indefinitely with no air or electrical energy source available. Operation and Maintenance) Ordinance. services and equipment relating to or in respect of the Scope of the Project. is a degraded operating mode of driving during equipment failures. Coded Mode (CM). shall have the meaning ascribed to the term in the Concession Agreement. shall refer to the safe distance provided beyond a signal in case the Train fails to stop at the signal when it is showing a danger aspect. shall mean planned service intervals between all Trains offering passenger service. shall have the meaning ascribed to the term in the Concession Agreement. Restricted Mode (RM). which receives 220kV/132 kV supply from Local Utility Agency and supplies power network of TSS and ASS at 33 kV. shall mean the construction. shall mean railway track. operation and maintenance of the Rail System in accordance with the provisions of the Concession Agreement. Operating Headway Operating Manual Overlap Parking brake Permanent Way Points or Switch or Turn out Project Provisional Certificate Rail System Receiving Sub Station Rectifier 14 . Automatic Mode (AM). restricting the Train speed to 25 kmph. shall refer to the track mechanism operated to divert the Train where a single track splits to become two tracks and equipped with moving rails to change the route. O&M Act shall refer to The Andhra Pradesh Municipal Tramways (Construction. shall mean the sub-station. 2008 or any substitute thereof. and includes all works. shall mean a converter consisting of thyristors and diodes to convert AC to DC. is a degraded operating mode of driving supervised by the ATP System. shall mean the rule book for operation of Trains.MANUAL OF SPECIFICATIONS AND STANDARDS Mimic Modes of Driving shall mean a graphical representation of the railway and its global operating status.
shall mean the constructive possession of the Site. shall mean the Safety Commissioner appointed by the Government under Applicable Laws to observe all the necessary Tests and to certify that the Rail system is safe for entering into commercial Service. shall mean the use of traction motors as generators to brake the Train using on board resistors to dissipate electrical energy. or economic loss. unrestricted access and other rights of way. shall mean a failure of the system. shall mean the probability that an equipment or system can perform a required function under given conditions for a given time interval or given number of operations or similar measurement parameter. shall. easements. shall mean an experienced and qualified firm or organization appointed by the Government for carrying out safety audit of the Rail system in accordance with the Safety Requirements. injury. damage to property. as applied to Rolling Stock. shall mean the additional rail fixed inside the track and by the side of the inner rail at an appropriate distance. shall mean a part of the line originating at a signal for which the points have been set and secured to enable the safe passage of a Train. sub-system or equipment that will directly lead to a situation with the potential to cause harm. operation and maintenance of the Rail System and Real Estate Development in accordance with the Concession Agreement. necessary for construction. The words “Rolling Stock” and “Trains” as used in this Manual are interchangeable. plant or equipment. shall refer to the fleet of rail borne cars with flanged wheels designed to operate on guiding rails.DEFINITIONS Regenerative Brake Reliability shall mean the use of traction motors as generators when in braking mode to brake the Train by returning electrical energy to the conductor rails. shall mean the brake used for routine stopping or slowing with variable and reversible control. mean the furnishing of parts of the Coach with new parts or equipment to constitute a modification of the original design. howsoever described. together with all way leaves. Restraining rail Retrofit Rheostatic Brake Right of way Rolling Stock Route Safety Commissioner Safety Consultant Safety Critical Service brake 15 . for carrying passengers. damage to the environment.
such as signal masts. shall mean the rules issued by the Concessionaire for working of Trains at the station (SWR). shall indicate the dimensions of a structural cross section within which no outside object. as set forth in this Manual. Station Station Dwell Time Station Working Rules Structure Gauge Sub station Target Speed Tests Third Rail or Conductor Rail Ticket 16 . assemblies or sub assemblies. capacity and requirements for the Rail System. which are used to replace items in operational use. as included in the design and engineering for the Rail System if the Concessionaire can demonstrate to the IE. or additions thereto. shall mean a card or token which has an electronically encoded data content indicating the validity and/or use of the ticket.MANUAL OF SPECIFICATIONS AND STANDARDS Service Service Affecting Failure Spares Specifications and Standards shall mean the metro railway service available for the use of fare paying passengers. shall mean the specifications and standards relating to the quality. shall mean a place in the Rail System where Trains stop for the purposes of transporting passengers. may protrude. sign boards etc. shall mean all the tests necessary to determine the completion of Rail System in accordance with the provisions of the Concession Agreement. shall mean the additional rail mounted on insulators to the outside of and slightly higher than the running rails carrying power at high potential to be collected by Train through shoes attached to the Bogies. shall mean components. shall refer to the Train halt time at stations counted from wheel stop to wheel start. and any modifications thereof. prior to use by him. shall include the RSS. that such modification or alterations are superior or more pertinent to the Project than the specifications and standards specified in this Manual. as determined by the Train Control System and civil speed. quantity. shall mean the optimum speed at which the Train should be driven. TSS and ASS where electric equipment are located that receives and converts or transforms the received electrical energy into usable electrical energy. shall mean a failure which causes a delay to Train Services.
shall mean the time for a Train to travel from one terminal to the opposite terminal on the same line. shall refer to the manual giving step-by-step procedure to determine the cause for a given problem and then selecting the quickest way to solve that problem. shall mean the equipment or devices where passengers can get valid travel ticket for their journey. shall mean a sub-system of traction power supply which provides operational power supply to the Trains via third rail and receives return current via running rail. shall mean a series of railway Coaches that is hauled as a single unit by a locomotive or by integral motors for transporting users on the Rail System and includes a single Coach. shall refer to the means by which the passage of Trains is detected and the information is used to control signals provided to control safe passage of Trains. Track form Track Gauge or Gauge Track Recording Car Traction System Track work Train Train Operator (TO) Transition curve Traction Substation Trip Time Trouble Shooting Manual 17 . shall refer to the person in the cab in control of Train operation. This time does not include any layover time at the termini. shall mean the system which provides electric power for movement of Trains. Instrumented rail cars operated on the Rail System to have a continuous record of the track geometry under loaded conditions.DEFINITIONS Ticket Office Machines (TOMs) Ticket Vending Machines (TVMs) Total Fire Load Track circuits shall mean the equipment or devices used by Rail system officials to issue tickets at stations.2 of this Manual. shall mean the distance between the inner faces of the head of rails of a railway track measured 14mm below top of rails. shall mean the track supporting structure (and includes elevated guideway structure) and rail bearers/plinth beams as applied to ballastless track and excludes rails and fastenings. shall mean the total heat energy of all combustibles available. shall mean the Permanent Way system as defined in paragraph 3. with pre-determined dwell times at each intermediate Station.1. shall mean a curve connecting sections of track laid to different radii.
Others 18 . materials and equipment to be fitted into the stations and structures that are necessary to implement the Operation and Maintenance requirements. devices and systems that are necessary for the safe operation of the Rail system. shall mean instructions issued by the Concessionaire for safe working of the system. which is used for re-profiling the steel wheels of rail Coaches while the wheels remain in-situ under the Coach. shall refer to all labour. shall refer to any and all such equipment. shall mean a track which is curved in elevation.MANUAL OF SPECIFICATIONS AND STANDARDS Under-floor Wheel Re-profiling Machine Vertical curve Very High Voltage Vital Working Instructions Works shall mean a machine. shall be as defined in Indian Electricity Rules. Any capitalized term used herein not specifically defined shall have the meaning ascribed to such term in the Concession Agreement.
Chapter 1 General Technical Requirements .
Indian Railway Standards (IRS). provided however.3 (vii) British Standards (BS).1 1.1.1. AAR. United States of America. investigations and designs. risks. damage. The Rail System shall conform to the design requirements set out in this Manual which are the minimum prescribed. The Concessionaire shall be solely responsible for undertaking all the surveys.1. operated and maintained during the Concession Period by the Concessionaire as per the Specifications and Standards set forth herein. The codes. International Standards Organization (ISO). AIS. that in the event of any such conflict. investigations and detailed designs in accordance with Good Industry Practice and shall have no claim against the Government for any loss.Chapter 1 General Technical Requirements 1. the following codes shall have overriding priority in the order listed: 21 . European Norm (EN). In the event of conflict between standards and specifications prescribed in two or more of the aforesaid codes.2 1. the Concessionaire shall be at liberty to rely on one of the aforesaid codes and on Good Industry Practice. completed. liabilities or obligations arising out of or in relation to such surveys. (ix) (x) (xi) German Standards (DN).1 General The Scope of Work shall be as defined in the Concession Agreement. (viii) Indian Standards (IS). costs. Indian Roads Congress (IRC). Japanese Industrial Standards (JIS). 1. standards and specifications applicable for design of the components of the Rail System and for its operation and maintenance are: (i) (ii) (iii) (iv) (v) (vi) NFPA–130 – ‘Standard for Fixed Guideway – Transit and Passenger Rail System’. The Rail System shall be constructed. International Electro Technical Commission Standards (IEC). and (xii) Any other standards referred to in this Manual.
inclusive of protective measures against storms and other local climatic conditions.MANUAL OF SPECIFICATIONS AND STANDARDS (i) (ii) (iii) (iv) 1. buildings housing Project Facilities. The Concessionaire may adopt alternative internationally recognised codes. guidelines and directives.5 1.1. The latest version of the aforesaid codes.1. NFPA 130. For this purpose.3 above and the provisions contained in this Manual. 1. guideway structures.1. adapted to local climate. integrated to its environment. all statutory requirements.7 1. All items of building works shall conform to the standards specified in the National Building Code (NBC) and the relevant codes issued by BIS. landscape elements and/or any other works incidental to the building works. relevant published standards of UIC. traffic integration works. 22 . made of proven technologies and/or processes. Depot and workshop. and British Standards.3 System Performance Requirements From the point of view of system performance. OCC. which have been published at least 60 (sixty) days before the last date of bid submission shall be considered applicable.4 Specifications and Standards set out in this Manual. the same shall prevail over the NBC/BIS codes. In case of any conflict or inconsistency with the provisions of the applicable codes listed in Para 1. standards and specifications. 1. EN. The design of the Rail System shall also conform to: (i) (ii) (iii) (iv) Local building bye-laws. the provisions contained in this Manual shall apply. the major requirements of the Rail System are that it shall be: (i) (ii) (iii) (iv) (v) Safe. and stipulations of fire service department. standards and specifications if it can demonstrate to the IE that such alternative is superior or more pertinent to the Project than the standards specified in this Manual. building works shall be deemed to include station buildings.2 Alternative Standards and Specifications The requirements listed in this Manual are the minimum. To the extent specific provisions for building works are made in this Manual.6 1.1.1.
specifications.2 All parts of the Rail System. control and information facilities shall be designed to cater to future demand in capacity and number of Coaches. minimize visual intrusion and noise pollution. (ix) (x) (xi) comfortable. Engineering and System Design The Concessionaire shall submit its engineering design for review and comments of the IE.5. calculations and assumptions.GENERAL TECHNICAL REQUIREMENTS (vi) earthquake resistant.6 1. (vii) reliable.4. and accessible to general public including the physically challenged. minimize impact on road users including pedestrians and cyclists. Depot. the Concessionaire shall submit all drawings. which represent the final constructed works.4 1. signalling system. 1. 1.6. (viii) efficient.2 1. and meet the performance requirements and the Key Performance Indicators laid down in the Concession Agreement. simulation reports.1 General Technical Requirements of the Rail System The Rail System shall be designed to: (i) (ii) (iii) (iv) (v) Handle the user demand efficiently.1 23 . as indicated in the provisions of the Concession Agreement.5.5. All systems and equipment to be used for the Rail System shall be designed taking into account the local climatic conditions. track gradients in Station yards. In addition to the engineering design submittals.1 1. 1. particularly the Stations. at the minimum with such standards and/or specifications. The as-built drawings shall be dimensioned and sufficiently detailed to support any modifications to the constructed works and extensions to the Rail System. provide adequate interchange facilities including parking and pedestrian facilities. where specific standards or specifications are prescribed in relation to any of the foregoing. Engineering Philosophy and Requirements System designs and equipment shall have been proven in service. the Concessionaire shall comply.5 1. power supply system. Notwithstanding the generality of the foregoing.3 1. aesthetic.4.
Detailed engineering submission shall include the detailed design drawings and software programmes for each sub system. corrosive conditions. within the last ten years. etc. full access to application software(s) and any other software/hardware tools including source code which may be specifically required for the intended purpose indicated in these specifications shall be provided. functional blocks. to enable the IE to have a complete understanding of the equipment and system arrangements. RAMs management plan.MANUAL OF SPECIFICATIONS AND STANDARDS 1.7 (ii) (iii) 24 . Prevailing at the Site. drawings and documents The Concessionaire shall submit his engineering systems design for review and comments by the IE. to enable the IE to have a complete understanding of the detailed design of the system arrangements. Any hardware tool required for this purpose shall also be supplied. quality assurance plans. if required.5 1. calculations and assumptions. EMC management plan. software programmes and third party co-ordination arrangements.6. details of signals and interpretations. For commercial software the Concessionaire shall provide the software.6. With the exception of commercial. interface management plan. The submission shall also include standards. Design. as follows: (i) The initial engineering submission shall include the outline design and equipment specifications for each system. including all available documentation for the application and maintenance of that software.4 1.The documentation of software shall be supplied at the time of Commercial Operation Date 1. flow charts. Full access to the application software shall be provided for this purpose. Adequate margin shall be built into the engineering to protect against high ambient temperatures. and the effects of lightning strikes. The engineering with all technical data and calculations relating to equipment shall be submitted to the IE for its review and comments on the quality and reliability of the equipment to be procured. The latest version of software and documentation for use during operation and maintenance training shall be provided. systems assurance plans. Complete documentation along with the software shall comprise of signal flow diagram.6. “off the shelf” software.3 1. seasonal humidity.2 The Concessionaire shall develop the engineering based on the Specifications and Standards and in accordance with Good Industry Practice. so as to enable debugging and system level modifications. The sub-systems and equipment proposed to be utilized by the Concessionaire shall have been in revenue service with at least two metro railway systems and shall have established performance reliability over a minimum period of two years.6.
Availability and Maintainability General The Concessionaire shall design the Rail System with a high degree of reliability and availability in order to provide a dependable service for the public.4 25 . and shall conform to EN ISO 9001:2000 – Model for quality assurance in design/development. installation and construction procedures and the interfaces between them.2 1.2 The Concessionaire shall develop RAM targets both for the complete system and for the major elements of the E&M equipment such that it will provide a high level of dependability. 1. which are foreseeable by an operator acting in accordance with Good Industry Practice. There shall be an efficient means of recovery from all failures.8 1. The quality plan shall also cover fully all quality assurance and quality management aspects of the operation and maintenance of the Rail System. Diagnostic tools to be provided shall include all hardware/software required for the purpose of: (i) (ii) Uploading/downloading of all softwares used in the system/subsystems. 1.1 1. Reliability of electronic components shall conform to IEC 61709.9 1. The optimization of the system with respect to reliability.9. availability and maintainability shall conform to EN 50126. which list shall be updated periodically during the Concession Period. The plan for reliability.1 Quality Assurance The Concessionaire shall develop and maintain a quality assurance system for design.9.8.GENERAL TECHNICAL REQUIREMENTS (COD). and downloading of faults and any other information required for trouble shooting and diagnostic purpose. All software.9. The system safety plan shall identify and list safety critical components.8. All software shall be compatible with latest version of operating software and shall also have upward compatibility. Reliability. or to any higher standards. availability and maintainability must be planned and must form an integrated element of the project from its inception throughout the Concession Period. installation and servicing.3 1. The quality assurance programme and plan shall be implemented during the entire Concession Period.9. Components critical for safety shall be ‘fail safe’ or ‘checked redundant’. 1. as indicated above and documentation shall be provided on a CD-ROM in a format compatible with the computing equipment supplied.
2 (ii) (iii) (iv) (v) (vi) 1. 26 . local rules and regulations and stipulations of local fire authorities. traction and power supplies and lightning. installation. 1. the E&M equipment shall have electro magnetic compatibility with each other and shall be protected by providing anti-surge devices and other protective devices to protect them against such effects. supply. The quality measures of hazard severity and risk acceptance shall conform to EN 50126 or a higher standard.2. and the system shall comply with relevant national and international standards with respect to electro magnetic compatibility.MANUAL OF SPECIFICATIONS AND STANDARDS 1.10 Safety Engineering The Concessionaire shall prepare a system safety plan covering the engineering. 1.2 1.11. the operating frequency of E&M equipment shall be compatible with any frequency already in use for existing operating systems in the zone of influence of the Rail System.1 Electromagnetic Compatibility (EMC) Assurances EMC Management Plan The Concessionaire shall prepare and submit for review and comments.1 1. by the IE.11. test.1. construction. The safety goals shall be in accordance with the NFPA safety guidelines.1 EMC Engineering The Concessionaire shall ensure that all electrical and electronic apparatus are engineered and constructed to operate without degradation of quality. shall demonstrate compliance with the Concession Agreement. E&M equipment shall be provided with shielding and filtering against any conducted or radiated interferences. The EMC Management Plan shall assure that: (i) All equipments and systems are designed to withstand power supply surges. all equipments and systems are designed to cater for high magnetic and electric fields likely in the vicinity of traction and power supply systems and due to high voltage power supply cables running near the track and Stations. if any. fabrication. an EMC management plan which shall define the EMC philosophy. commissioning and operation and maintenance of the Rail System in consultation with the IE. All failures identified as potential hazards shall be recorded in hazard files to be maintained by the Concessionaire and kept updated. interferences and transients caused by lighting circuits. performance or loss of function and data in the electromagnetic environment of the Project.1.11 1.11.11. activities. and means of control for the engineering processes and the EMC submissions (EMC management plan).11.
GENERAL TECHNICAL REQUIREMENTS 1.2 27 . 2003 and related standards and the IEC 61000 series for Electromagnetic Compatibility.184.108.40.206. EMC Testing EMC type testing shall be carried out on all equipment identified in the engineering stage which requires attention regarding EMC.3 1. Where theoretical analysis is deemed necessary. Any shortcomings in achieving EMC shall be made known to the IE immediately and recommendations for corrective action formulated and implemented.2.3. if any.6 1. all the assumptions made and parameters used in the analysis.11.2.3 1. environment.11. and all possible component failure modes. calculations shall be made for all component tolerance effects due to manufacture. Tests to be conducted shall include but not be limited to satisfying the requirements of the standards listed. If any component can exist in a dormant failure mode. ageing.2. specify the interval between routine tests.2 The Concessionaire shall comply with the requirements of the international standards EN 50121-1/-/5 Railway Applications – Electromagnetic Compatibility.4 1. the analysis shall assume that the component has failed.2. In the circuit analysis. define the test procedure and provide verification levels and pass marks which must be achieved. The Concessionaire shall prepare and submit to the IE for review and comments. the Concessionaire shall detail the process and methods used for verification and validation of any simulation models used in support of the analysis.3.2. The Concessionaire shall state clearly in the documentation. 1.11. reports of the verification and validation of the models.5 1. These shall include all EMC tests to be completed. EMC considerations shall be incorporated in the Concessionaire’s procedures for functional safety and engineering verification. or equivalent standards. the Concessionaire shall demonstrate by theoretical analysis and related Tests that the engineering of the electrical and electronic systems is fully compliant with the EMC requirements identified in the EMC Plan. The Concessionaire shall ensure that the electromagnetic emissions and susceptor equipment requirements do not cause or suffer unsafe or unreliable interferences between equipment under normal and abnormal traffic working scenarios. The engineering shall ensure that any electromagnetic interference emissions introduced into the environment do not exceed that determined for the EMC management plan.The Concessionaire shall carry out proof testing of circuit components. In respect of engineering documentation.11. The Concessionaire shall identify all component failure modes and produce evidence that any component failure shall not cause an unsafe operation. The Concessionaire shall identify all components to be tested.1 1.
It shall make necessary arrangements for such Tests for which facilities at Site laboratories are not available. 1. safety of the workers engaged in construction.1 The rules of interpretation as specified in Clause 1. The definitions contained in the Concession Agreement shall apply to the provisions of this Manual unless the context otherwise requires.2 28 . Terms or words not defined in this Manual or the Concession Agreement shall be governed by the definitions contained in the applicable Specifications and Standards.4 of the Concession Agreement shall apply mutatis mutandis to this Manual. and in the event such comments are received by the Concessionaire. traffic signs and markings.15 Definitions and Interpretation All the obligations of the Concessionaire arising out of the provisions of this Manual shall be discharged in a manner that conforms to the provisions of the Concession Agreement. the Concessionaire shall first work out a plan to ensure the following: (i) (ii) (iii) Safety of traffic during the period of construction and the reduction of potential delays to road users. 1.15. The Concessionaire shall furnish and erect the barricades.2. arrangements for adequate lighting.12 Safety of Traffic and Workers Before taking up any construction. and the arrangement for traffic during construction shall conform to the requirements of Clause 112 of Specifications for Road and Bridge Works (Third Edition) issued by MOSRTH. The Concessionaire shall communicate the arrangements for safety of traffic and workers during construction to the IE for review and comments. 1. equipment and flag men etc as required in accordance with IRC: SP: 55. it shall duly consider such comments in accordance with the Concession Agreement and Good Industry Practice for taking appropriate action thereon. 1.MANUAL OF SPECIFICATIONS AND STANDARDS 1. 1.3 and 1. 1.14 Review and Comments by the IE In cases where the Concessionaire is required to send any drawings or documents to the IE for review and comments. traffic diversion or maintenance operations.13 Testing The Concessionaire shall set up adequately equipped field laboratories for testing of materials and finished products. if any.15.
Chapter 2 Rolling Stock .
8 2.1 2.1.10 31 .1. manufacture. The design features of the Rolling Stock shall be compatible with all other systems utilised in the Rail System.4 The Rolling Stock shall be fitted with ATC. and traction current collection equipment so that all Trains will be capable of being driven manually under ATP supervision.Chapter 2 Rolling Stock 2. commissioning.1. efficient and reliable for operation. The Rolling Stock shall be designed in a manner such that the ATO can be introduced within a year of starting operations. The Rolling Stock shall be safe to operate under all climatic conditions in the operating environment without damage. The Train design shall be: (i) (ii) (iii) (iv) Safe.5 2. 2.1. The Rolling Stock shall fulfil the conditions as per UIC 512 for smooth operation of track circuits and treadles.1. The speed control system should meet operational safety in normal operation and should behave satisfactorily in abnormal situations. 2. The basic architecture of the Train shall be determined to meet the operational requirements.2 2.1. and of modular design. 2.3 The type of Rolling Stock proposed. The Rolling Stock shall be compatible with the traction supply system and shall be designed to operate safely in the range of voltage of the power supply. Trains should have adequate access and egress doors for dealing with the heaviest User demand. operation and maintenance.1. of high technological standard.1 General This section lays down the technical and performance requirements of the Rolling Stock covering its design. testing.1. and also under all operating conditions.7 2.9 2. shall be in operation successfully on two comparable metros for at least two years in the immediately preceding ten years.1.6 2. lightweight and elegant.1.
Mechanical design of Coaches shall provide for dense crush load standing User density of 10 per square meter with all fixed seats occupied.15 2. and 8 persons per square meter for crush load. with standing capacity in the free standing space of: (i) (ii) (iii) 4 persons per square meter for normal load. and overturning. Rolling Stock safety systems shall conform to IEC 62278 and IEC 61508. The diagnostic system shall provide for carrying out other diagnostic investigations by connecting a portable PC to the system.MANUAL OF SPECIFICATIONS AND STANDARDS 2.2.1. 2.2. 6 persons per square meter for maximum load.2 2.1.1. Performance Requirements General Criteria Design axle load shall be based on Coach design.1. All important diagnostic information with fault correction instruction shall be displayed on the TO’s VDU.3 The User capacity of Coach for all normal and degraded performance requirements shall be based on all seats full. The Train shall have the latest microprocessor based integrated diagnostic system.1. The Rolling Stock must be able to operate irrespective of weather conditions and the temperature inside the Train parked in the sun.17 2.1. 220.127.116.11 2.14 The noise emitted by the Coach on run shall be governed by BS EN ISO 3095:2005 – ‘Railway applications – Acoustics – Measurement of noise emitted by rail-borne vehicle’ or equivalent standard.2.1.1. Coaches shall have adequate margin of safety against: (i) (ii) Derailment.1 2. and 8 per square meter for other designs.12 2.16 2.1 2. The Tests and demonstration methodology shall be defined by the Concessionaire in consultation with the IE.1. The safety of the Rolling Stock shall be verified by Tests before commencement of commercial service. 32 .2 2. The Rolling Stock should be designed for minimum risk of fire and with adequate Emergency egress in case of fire.11 The interiors should be designed to provide a safe and convenient environment for Users and should minimise harm in case of an Emergency or accident.
4 Train Operating Modes The Trains shall be equipped with ATC equipment and Train operator controls to operate the train in the following modes: (i) (ii) (iii) Automatic Mode.2. shall not exceed 4. The assisting Train shall be capable of starting and running up the worst grade/curve combination specified for the main line at a minimum speed of 20 kmph. the Train shall be able to complete its journey up to a Station having berthing facility or to the Depot to permit normal Train operation on the route. only one Bogie shall be isolated.0 m. In case of failure of one converter. and 1. (c) (d) (e) 2.7 m per second3. Coded Mode. The capacity of traction motors and combinations of powered and nonpowered Coaches shall be so designed that in the event of failure of one Bogie. (i) (ii) (iii) (b) Service acceleration rate of change of acceleration service deceleration 1. 33 . The height of Coach. for all loading conditions of the failed Train. a Train shall be able to complete its journey to destination without incurring a delay of more than five minutes.2.0 m per second2. In the event of failure of one motor Coach. from rail level.2 m per second2.ROLLING STOCK 2.2. 2. The following performance requirements shall be the minimum standards that the Concessionaire shall conform to. when operating at traction supply voltages from minimum to maximum working voltages. An empty Train shall be capable of assisting a failed Train of similar consist. with a total loss of traction on the failed Train and all brakes released on the failed Train. 0. with brakes released on the failed Train.3 Performance requirements of Train Service (a) The Train shall be compliant with the operational requirements at a crush load of 8 Users per square meter with any degree of wheel wear and track conditions within the design criteria. The Train shall be capable of sustaining a maximum service speed of 80 kmph with ATP on track with curve of radius 300 m and flatter for the designed Train formations. to enable the defective Train to be removed from service.2 Dynamic Profile The width of Coach shall not exceed 3. Restricted Mode.2 m.
1 2. The outer most ends of the end Coaches shall be provided with automatic couplers with simultaneous automatic connection of pneumatic pipes and electrical connection and the Inter-coach coupler shall be semi-automatic type.2.1. The Coach body may be of austenitic stainless steel or aluminium.4 2.5 2. 2.5 34 .3. This equipment shall monitor all operationally critical equipment and notify disturbance to its normal working and record failures.5.3 2. All couplers shall have crash worthiness features. The body panelling should have resistance to the tractive and braking effort as well as impact and accidental damage. measures shall be provided to mitigate corrosion in the body due to electrolytic action. The Train equipment shall ensure that doors of cars on the platform side only open.1.1. Train Diagnostic Equipment The Concessionaire shall propose microprocessor based Train diagnostic equipment.6 2. Where dissimilar materials are used.2 An emergency stop facility shall be provided on the TO’s console in a prominent position. Buffers and draw gear systems should resist over riding and relative rotation to keep vehicles upright.18.104.22.168 2.1 Coach Design Requirements Coach Body Coach body shall be lightweight and corrosion resistant.1 Yard Mode. Anti-climbing devices shall be provided on headstock of all Coaches and shall remain fully engaged and operational under the action of vertical shear loads (upwards or downwards) equal to half the crush loaded condition 2. Manual over ride provision shall be made to correct the door opening in case doors on the non platform side are to be opened. The Coach body shall conform to ‘EN 12663:2000 – Railway applications – Structural requirements of railway vehicle bodies’ or any other standard as applicable to Coaches of an urban rail transport system Category P-III with increased end sill compression load of 1200 kN.1. 2.3.3. Operating events shall be recorded to enable analysis of unplanned events.2.2. Platform stops The Train control equipment in interface with ATC equipment should ensure that Trains stop within 500 mm of the designed stopping position.2. Buffers provided between vehicles should resist buffer locking.5.MANUAL OF SPECIFICATIONS AND STANDARDS (iv) (v) 2.2 2.1. and Wash Mode.
7 2.1. The glazing should have resistance to breakage and should minimise danger on breakage. with the maximum pitch being about 6.3.12 Provision shall be made for Users to open Train doors to permit evacuation from a stopped Train in an Emergency.10 The exterior doors shall be designed so as to retain the Users during all service conditions and shall minimise risk in the event of an accident. 35 . Any ingressed water shall drain rapidly without affecting surrounding equipment or systems. The free passing through height of open doors shall be 1900 mm minimum.3. the resultant damages shall be restricted to couplers and anti-climbing devices.1.1. especially from objects hitting it.3.0 m. taking into account the speed of the Train. 4 on each body side.6 Each Coach shall have minimum of 8 electrically powered. monitoring from the driver’s cab. The number and width of doors shall enable short stopping dwell times. 2.11 2. exterior sliding bi parting doors.3.1. flush with the exterior of the Coach and shall normally be provided with double-glazed. The door pitch shall be approximately equally spaced over the length of the Train.1. door closing warning by audible and flashing light indication.3.3. The strength of the sliding doors shall be as per EN 14752 and the doors shall be able to resist the loads without deformation or damage. The door mechanism shall have safety provision whereby the Train cannot start unless all doors have been closed and electrically locked.1.8 2. 2.1.ROLLING STOCK vehicle weight.3. The doors shall be as light and rigid as possible.3. visual door open indication.9 2. The exterior glazing should withstand aero dynamic forces. The doors shall be vibration free and insulated against heat and sound transmission. and door status indication on TO’s VDU. 2. The doors shall have correct side door enabling provision which detects if the Train is correctly located in the platform halting position and thereafter allows door actuation on the platform side of the Train.1. conforming to EN 14752. In the event of a crash. The doors shall be sealed against draughts and water. internal and external release. toughened and laminated glass to the appropriate standard.13 (a) All windows shall be sealed. 2. The minimum door width shall be 1400 mm. The doors shall have following additional safety features: (i) (ii) (iii) (iv) (v) (vi) Obstacle detection and preventing the Train from starting in case of obstruction.
and shall be skid resistant when wet. current location 2.3. The Coach shall have comfortable longitudinal seats of stainless steel / aluminium. 2.3.2. Five percent of the seats shall be designated for disabled persons.2 2. Flooring material shall be the one that meets or exceeds the skid resistance requirements of SATRA test TM 144 or equivalent with a coefficient of friction of at least 0.16 2. Width of seats shall be 450 mm.3.2 2. The gangway width shall cover the inside width of the Coach. Interior shall have colour design to have maximum visibility.2. These shall show direction of travel.2. The floor of the Coach shall be at level with the platform (-0 / + 30 mm).3. with electronic flash light shall be provided above the seats.3. 8 single sided electronic route maps. (a) In each Coach. Facility should be provided for lifting the Coach for both normal and Emergency situations.3.15 2.6 2. draught proof and vandalism proof. 2.4 2.4. two on each side.3.3. The outside contour of the Coach shall be such that the entire surface of sidewalls.1. This space shall be near the door. Grab pillars/rails and grab handle shall have bright colour.3 Each end Coach of the Trains shall have space for one wheel chair and wheel chair restraint with a grab rail next to it.3. Coach Interior Nominal clear height inside the Coach shall be 2100 mm. facing towards the centre line of the Coach.14 The Coach shall have a wide gangway connecting to the adjoining Coaches excluding the TO cab. Contrasting colour shall be used for improved visibility for visually impaired persons. The lifting and jacking points should be marked with warning regarding any limitations.2. Each Coach shall have emergency ventilation windows.2. The Coach body should be capable of withstanding the loads during the lifting and maintenance.3.1.8 36 . On the outside of the Coach.1 2.7 2.2.3. roof and skirt can be cleaned spotlessly by an automatic coach washing plant.MANUAL OF SPECIFICATIONS AND STANDARDS (b) (c) Single glazed windows are acceptable if it is established that their performance meets the requirements.3.2. These should be opened only by TO or trained staff. The seats shall be designed to prevent slipping when the Train accelerates and decelerates. leaving leg space for a sitting User on longitudinal seats.3. The gangways shall be completely weather proof.17 2.1.2. the location of the space for wheel chair shall be indicated. It shall be at the same location in all the Coaches.1.5 2.
2. These shall be in a niche so as not to cause injury to people.2. the illumination shall be not less than 200 lux at the floor of the Coach and not less than 300 lux at seating positions. Electric lighting shall be of similar or equivalent performance to EN 13272:2001 – ‘Railway application – Electrical lighting for Rolling Stock in public transport systems’ as applicable to urban rail transport systems.13 2.2. The Train/Coach shall have provision of pre-recorded or synthesized voice recorded system to announce the name of the next arriving station or any other general announcement.15 The Coach interior shall have resistance to fire and conform to NFPA-130. fluorescent lamps or compact fluorescent lamps shall be used. through radio.2. These announcements shall be in two languages.3.10 2.ROLLING STOCK of the Train and next station.2.16 37 . a printed map showing the whole metro system shall be displayed at a minimum of 4 locations in each Coach. of vandalism proof design. The total fire load above and below the floor shall be minimized to 28000 Million Joules.3. viz.. 2. Telugu and English.2.12 2.3. Headlight and side marker lights in driving motor Coach shall conform to latest International Standards. 2003 edition – ‘Standard for Fixed Guideway – Transit and Passenger Rail Systems’. The TO shall be able to have a full view of each Coach on his VDU.14 2. The Coach shall have two-way communication between Users and the TO in an Emergency.3. A record of the video image of each camera in the Coach shall be maintained for half an hour cycle.2. adequate number of video cameras shall be provided. 2. Emergency buttons and talk back phones shall be located near all the doors and gangways.3. shall be displayed at least at 4 locations inside the Coach. (b) Besides the electronic route map. directly from the OCC. For lighting the interior of the Coach.. and any other important information in Telugu and English.11 2. In the event of failure of main power supply. User and Train crew compartments shall be provided with two dry powder type or other appropriate fire extinguishers located near the gangways. 2. For video surveillance. warnings etc. The Coach shall be provided with Emergency announcement system. including at least one above each gangway to cover over 90% of the plan area of the Coach.3. During night.3.2. TO shall be able to connect the camera view to the OCC. In case of need.3. they shall be powered from standby batteries of sufficient capacity to maintain the emergency lights (50 percent of the lights) and all exterior lights for one hour.9 All permanent notices.
3.1 2.3 2. fittings. Environmental conditions for the equipment on board the Coach shall conform to EN 50125-1. including the TO’s cab.4.17 Materials selected especially for internal fixtures.4 2.3.4 2.20 2.3.3. furniture and decorations shall be the ones which will minimise the risk of fire and the spread and effects of fire. 2.2 2. A folding seat shall be provided in the cab for inspecting officials. For the Train Operator’s cabin.3. maintenance of constant temperature and take into account. frequent door opening and high User density.3 2.3.3. The air-conditioning system shall provide a high rate of renewed air.1 2. TO’s Cab The cab ends shall be designed to give the TO and others inside the cab. All electrical circuits should be fused or otherwise protected to avoid danger from overheating or arcing.22.214.171.124.126.96.36.199. the interior temperature shall be kept at 23°C. Air-conditioning in Coaches shall conform to EN 14750 or equivalent and to internationally accepted standards and practices.3.18 2. roof mounted and of low power consumption. A separate supply air duct system shall be provided for TO’s cab and another for the Coach.3.2 2. protection in the event of an accident and impact with objects. graffiti and detergents. Ventilation and Air conditioning The Coach.3. shall be air-conditioned with minimum two air-conditioning units in each Coach.3.2. Materials that an operator acting in accordance with Good Industry Practice should have known to have hazardous properties should not be used. In the event of failure of air-conditioning unit/units. Where it is unavoidable to use such materials.2. Material used for interior of a Coach shall be resistant to scratching.3.3. the interior temperature shall be kept 10°C below the ambient temperature.19 2. harmful quantities of the refrigerant should not be released inside the compartment and there shall be an arrangement for forced ventilation of the Coach/Coaches. Interior temperature shall be 25°C and relative humidity 60% for temperature up to 35°C. people should be shielded from the effects of such materials.3 38 .3.21 2.3. For ambient temperature above 35°C. TO’s seat should be fully adjustable to allow him to take a comfortable position in relation to the controls and view of the signals. The TO cab shall have full front view.MANUAL OF SPECIFICATIONS AND STANDARDS 2. The units shall be compact.
5.4.6 2. Wheel sets shall be of similar performance as EN 13260: 2003 – Railway applications – Wheel set and bogies – wheel sets – Product requirements’ or equivalent standard.5 188.8.131.52.3.5.7 2.5. 2. Bogie The Bogies shall be of proven design and shall provide the required riding comfort. The Coach shall be equipped with a microprocessor based diagnostic system.3.5.5 2.3.9 2.5.6 2.4. The Bogies shall have independent brake cylinder for each wheel. Data recorder should be fitted in the cab.7 39 .184.108.40.206. The Bogies of non-powered Coaches (Trailer Coaches) shall be of similar performance as BS EN 13103:2001 – ‘railway applications – wheel sets and bogies – non-powered axle design method’ or UIC 515-4 ‘Passenger rolling stock – Trailer bogies – Running gear – bogie frame structural strength test’.5.4.5. The TO’s cab shall have space for all equipment needed.1 2.11.4 The cab shall be spacious and the layout shall be ergonomically designed with all controls within the reach of the TO sitting on his seat. The diagnostic information shall be displayed on the TO’s VDU.3.3. There shall be provision for cab signalling. Wheels shall be of similar performance as to BS EN 13262:2003 – ‘Railway applications – wheel sets and bogies – wheels – Product requirements or equivalent.5.3.5 2.3.ROLLING STOCK 2.8 2. The TO’s cab shall be provided with continuous communication with OCC. Suspension characteristics shall be selected so as to avoid resonance. The suspension shall give a low transmissibility of vibration to the Bogie and the car body and shall minimise impact.4 2.4. vibration and noise.2 2. The Bogies shall have self air cooled asynchronous three phase AC motors suitable for IGBT based VVVF traction system. as set out in paragraph 2. Automatic Train Operation (ATO) shall be provided within one year of COD.3. The Train operation shall be under Automatic Train Control (ATC) including Automatic Train Protection (ATP) and Automatic Train Supervision (ATS). The Bogies of powered Coaches (Driving Motor and Motor Coaches) shall be of similar performance as BS EN 13104:2001 – ‘Railway applications – Wheel sets and bogies – Powered axle design method’ or UIC 615-4 Motive Power Units – Bogie and running gear – Bogie frame structural strength test’.4. The structural design of the Bogie frame shall conform to BS EN 13749: 2005 –‘Railway applications – method of specifying structural requirements of bogie frame’ or equivalent standard.3.3 2.
11 2.10 2. operating conditions.15 2.5. The Sperling Ride Index (RI) of the Coach under all loading conditions. equivalent conicity. Two leading Bogies of front Coaches of a Train shall be provided with wheel flange lubricators.1 of ORE Report C 116 using FFT method (Fast Fourier Transform method) and UK 513 E-Guidelines for evaluating passenger comfort in relation to vibration in railway vehicles.0 in deflated condition. and loading. The RI calculations shall be done as per para 2.3.13 2. 2.5.3. The ride quality of the Coach shall conform to EN 2631-Part 4.5. When a leading Bogie becomes a trailing Bogie.5.3. The Bogie shall be compatible with the track.14 2. vehicle speed. The suspension system should prevent excessive forces transmitted by wheels leading to track damage/derailment and/or unloading of wheels leading to risk of derailment. The Bogie stability Tests shall be carried out in accordance with the requirements of UIC 515. The profile of the wheel shall be so designed as to minimise flange contact and for minimum wear of wheel and rail with a view to having long interval between wheel re-profiling.MANUAL OF SPECIFICATIONS AND STANDARDS 2.8 Bogie suspension design shall be able to provide accurate load/weight signal which can be used to modify acceleration and braking of multiple unit Trains. maintenance condition.3. The Bogie should be capable of safe operation keeping the damping values positive. All vehicles in the Train shall be dynamically stable throughout the speed range upto 110% of the maximum Train speed.5. The axle load and wheel diameter shall be such that the resultant shear stress induced in the rail head does not exceed the permissible limits. the flange lubricators on this Bogie shall automatically switch off. at all permitted combinations of track condition.3.3.3. co-efficient of friction. BS EN 13103 and BS EN 13104 and shall be designed to have an infinite fatigue life. Wheel sets shall be in accordance with BS5892-6. on change of direction of motion. The oscillation trial shall be conducted with tare and fully loaded cars in both inflated and deflated conditions up to maximum design speed plus 10 kmph starting from 40 kmph in the incremental order of 10 kmph for inflated conditions and up to 70 kmph for deflated condition. when travelling throughout the range of operating speeds and cant deficiencies prevailing in normal passenger service for the service life of all suspension components shall not exceed 2.5.16 40 .75 in both vertical and horizontal directions in inflated condition and 3.9 2. The diameter of the wheel shall conform to track stress calculations.220.127.116.11. The axle yaw stiffness and the rotational resistance of the 2.12 The dimensions and properties of the wheel set shall be suitable for the operating duties required by the track circuits.5.
7 2.6.6. the electro dynamic brake is preferred.6. electro-pneumatic (EP) service friction brakes (with axle/wheel disc brakes). fail safe emergency pneumatic brakes.2 (b) (c) 2.6.6 2.6.9 41 .6. The brake system shall provide for automatic wheel slip–slide protection.3. ATP equipment shall interface with the braking system.6. The brake system shall comprise the following types of brakes: (i) (ii) (iii) (iv) 2.1 Brake System Braking should be provided on all Coaches and must be continuous and automatic throughout the Train. but shall be sufficient to obviate Bogie and wheel set hunting.5 2.6 2.ROLLING STOCK complete Bogie shall be such that lateral flange forces generated when negotiating the track Alignments shall not cause excessive rail wear and flange wear.8 2. The complete brake system shall be of similar performance as EN 134521:2003 – ‘Railway application – Braking – Mass transit brake system performance requirements’ or equivalent standard. The Emergency braking system should be designed to optimise the Train retardation and should not be degraded by wheel slide protection equipment if provided. 2. Emergency Brake shall be applied to bring the Train to a standstill. for an unlimited time.3. If a door opens when a Train is in motion. The Train braking system shall be compatible with the signalling system. It should be possible to apply Emergency Brake from the TO’s control position.3. pneumatic release parking brakes. 2.3 (a) Electric regenerative service brakes. There shall be smooth blending of electropneumatic brakes and regenerative brakes.4 For the service brake.6. Continuous automatic brakes should inhibit traction power when applied. 2. and spring applied.3.3. The parking brake shall be automatic and shall be designed to hold a fully loaded Train (10 Users per sq m) on the steepest gradient of the Rail System in the worst anticipated wind condition at that location.3.3. Train shall be proven to be complete in all respects before Emergency Brake can be released.3.6.3. the speed of the Train shall be controlled.3. In the event of loss of ATP. the use of pneumatic brake being limited to the lower speed range when the electro dynamic brake effort is insufficient.
7 18.104.22.168.8 2.3.1 Electric Propulsion System Powered Coaches shall be provided with IGBT based VVVF traction system.2 2. total energy consumption.8.MANUAL OF SPECIFICATIONS AND STANDARDS 2.6 2.3.3. Other electrical and electronic equipment shall be air cooled (natural or forced). in accordance with the Standards prescribed in this Manual.3. The electric propulsion system shall be provided with microprocessor based diagnostic system and the same shall be integrated with similar diagnostic system of entire Coach/Train.7. and provide for a mechanism whereby the shoe is allowed to break off without causing damage to it or to any other Train borne equipment. The measurement shall be in three parts namely. It shall have total traction and regenerative braking control.3. satisfying the following requirements. Traction motors shall be asynchronous three phase AC motors. Means shall be provided to isolate locally each traction equipment in the Train.7.8. both in normal and Emergency operation.4 A system of retracting and securing of the current collection shoe gear shall be provided to enable full electrical and mechanical isolation between shoe gear and third rail.2 2. The electric propulsion system shall allow movement of Train in reverse at limited speed. energy consumption for traction and energy regenerated.8. Current Collection System The current collection equipment shall conform to DIN 43263 and DIN 43222.214.171.124. Traction motor shall be naturally cooled.7.3. 42 .1 2.7 2.8. The shoe gear shall: (i) (ii) (iii) Operate with the thermal rating of power supply.7. maintain good electrical contact with the traction supply.3.4 2.3. and shall be compatible with the traction system. 2.7. The electric propulsion system shall have arrangement for measurement of energy consumed on each Train.5 2.7.3 2.3 2. Current collector on each individual car and the traction power section gaps shall be designed to exceed the distance between collectors on one car and current collectors on adjacent car.
4. battery supply should automatically get connected to supply essential loads. Standby batteries shall be protected against undemanded discharge and over charge. Non essential load shall be shed after 30 seconds of failure of battery charge supply. Back-up and stand-by batteries shall be of latest design. for at least 60 minutes in case of failure of power supply from battery charger and the voltage level at any device shall not fall below 77V DC.ROLLING STOCK 2. EN 50121-1:2000 – Railway applications – Electromagnetic compatibility – Part 2 – Emission of the whole railway system to the whole world.3 (b) (c) (vii) electric horn. emergency alarm.2 2.4. ventilation fans but not air conditioners. propulsion and brake controls. Emergency loads shall include. 2.4. It should supply Emergency load with the battery charged to 80% of its full capacity. Electromagnetic Compatibility and Environmental Conditions Rolling stock shall comply with following or equivalent Standards: (a) Electromagnetic Compatibility: (i) (ii) EN 50121-1:2000 – Railway applications – Electromagnetic compatibility – Part 1 – General. door controls. and (ix) (d) ATP Train-borne equipment.1 Auxiliary Power Supply The auxiliary power supply shall be natural or forced air cooled static inverterconverter based system with back-up batteries and battery charger. surveillance system and Train radio. lighting and interlocking.4.4 The air compressor shall be air cooled type and provided with regenerative type air drier system.4 2. all exterior lights. 2. (a) All Trains shall be equipped with a stand-by battery power source consisting of Nickel cadmium cells having a nominal voltage of 110V. (viii) cab console indicators. but not limited to: (i) (ii) (iii) (iv) (v) (vi) Emergency lighting.5 43 . communication systems including public address. 2. The battery shall be rated and tested as per IEC 60623 and IEC 60993. In the event of loss of traction or auxiliary supply.
6.2 Moving Trains (a) Noise level inside the car and cab The noise level when running at the scheduled maximum speed shall not exceed 72 dB (A). The noise level shall be measured at a point 7. 2. The measurement shall be done as per ISO 3095.6. The measurement shall be done as per ISO 3381. The measurement shall be done as per ISO 3095. The noise level shall be measured in the car along the center line between 1200 mm and 1600 mm above the floor and at a distance over 600 mm from the end of the car. (iv) (b) Environmental Conditions: EN 50125-1:1999 – Railway applications – Environmental Conditions for equipment – Part 1: Equipment on board Rolling Stock. 2.MANUAL OF SPECIFICATIONS AND STANDARDS (iii) EN 50121-3-1:2000 – Railway applications – Electromagnetic compatibility – Part 3-1 – Rolling stock – Train and complete vehicle.5 m from the Train centerline at a point between 1200 mm and 1500 mm above the rail level.1 Stationary Trains (a) Noise level inside the car and cab The noise level inside the car and the cab shall not exceed 68 dB (A) with all Auxiliary Equipment operating at its greatest noise out put. (b) Noise level outside the Train The noise level outside the Train shall not exceed 68 dB (A) with all Auxiliary Equipment operating. The noise level shall be measured in the car along the center line between 1200 mm and 1600 mm above the floor and at a distance over 600 mm from the end of the car. and EN 50121-3-2:2000 – Railway applications – Electromagnetic compatibility – Part 3-2 – Rolling stock – Apparatus. The noise level shall be measured at a point 7. (b) Noise level outside the Train The noise level when it is moving at the scheduled maximum speed shall not exceed 85 dB (A) with all auxiliary systems operating.5 m from the Train centerline at a point between 1200 mm and 1500 mm above the rail level. The measurement shall be done as per ISO 3381. 44 .6 Environmental Noise Standards The following noise standards shall be followed: 2.
direction of travel.3 All noise levels listed above are in decibels referred to 20 micro Pascals as measured with “A” weighting network of standard Type 1 sound level meter with time weighting F.8.8 2.9 2. TDR equipment and its installation shall be to BS EN 60529 and shall meet the crash protection requirements of RGS GM/RT/2472. Testing and Certification of Rolling Stock A static test on the car body as per UIC 566 should be done to validate the design. The data recorded should be capable of indefinite retention.7. The purpose of the TDR is to continuously gather vital operational data so that the information is available in the event of an accident. 2. The TDR shall have the memory to store the records of at least 15 days. design life of equipment.8. The following should be recorded: (i) (ii) (iii) (iv) (v) (vi) Speed of Train.8.5 (vii) status of line power.8.4 2.9. All data should be date and time stamped.3 2.7. it shall be subjected to oscillation trials.2 2. first on 900 m test track and then on actual track Alignment. 45 . The TDR shall be capable of withstanding a max temperature of +55°C. brake controller position and brake equipment response.8. location of Train.6. and shall be designed to achieve: (i) (ii) RAMs requirement. Before each type of Rolling Stock is deployed in actual service. The crash worthiness may be evaluated through computer simulations with parameters obtained in actual Tests.1 2.1 Maintenance Plan A comprehensive maintenance plan shall be prepared for systematic maintenance of Coaches. Train Data Recorder Train Data Recorders (TDR) shall be fitted at each driving end of the Train.1 2. power controller position.ROLLING STOCK 2. the driver’s safety operator position.7 2. 2. It should be enclosed in a sealed and tamper resistant case.2 2. and (viii) status of head lights.
and shall include traffic reserve. each way. Coach Requirement Calculations Coach requirement calculations shall satisfy the requirements set out in the Concession Agreement.9. and periodical overhaul of Rolling Stock. The Concessionaire shall plan for automated coach washing plant apart from washing equipment for washing components of the Rolling Stock. Emergency reserve. make up time. Station stops. 2.6 2. electric substation and power distribution systems. maintenance reserve.2 maintenance of good passenger environment. and the facilities needed for the maintenance.9. but not limited to: (i) (ii) (iii) Re-profiling of wheels during service.MANUAL OF SPECIFICATIONS AND STANDARDS (iii) (iv) 2. 2. The maintenance plan shall define the intervals.10 2. flood lighting. fire fighting and other ancillary structures for effective maintenance of all facilities provided as part of the Depot. actual schedule speed with the specified dwell time at each Station.11 Computer Simulation Results A computer simulation run of the designed Train composition (in crush loading condition) under the specified voltage and wheel conditions with the use of a Train schedule software programme shall be conducted and simulation results with the following details shall be provided: (i) (ii) (iii) Inter-station running time for each corridor.3 2. The Coaches will need a thorough washing from outside and cleaning from inside in the shortest possible time and in a planned manner.4 2. turn around time etc. The Concessionaire shall set up an industrial waste disposal system and a waste water treatment plant in consultation with appropriate local authority. the system for measurement between maintenance. re-furbishing of Rolling Stock. and percentage coasting achieved in terms of time and distance.9.7 2.9. the tolerance for safety in service and for withdrawal from service.9. The maintenance facilities shall include. and maintenance of good external conditions of Coaches.9.5 Minimum life requirement of all Rolling Stock components that affect safety shall be specified considering their criticality and maintenance regime and timely replacement arranged. 46 . if any. The Depot shall provide accommodation for stabling of Coaches. activities and contents.
a complete computer generated master chart showing Trains possible to be run on each corridor with the prescribed headway shall be generated. 47 . Such persons shall be provided with in-service training as may be necessary. The Concessionaire shall hand over to the IE a copy of the software package employed by him and any hard ware/software tool required for the software. to undertake O&M functions of the Rail System. as prescribed by rules.12 Training of Maintenance and Operating Personnel The Concessionaire shall engage persons with the requisite qualifications and training. 2.ROLLING STOCK In addition.
Chapter 3 Alignment and Trackwork .
2 3. to the extent feasible within the Right of Way.1. uniformity of design standards shall be maintained throughout the Rail System. conforming to Specifications and Standards set out in this Manual. switch expansion joints. reliability.1 General This section lays down the standards for design.Chapter 3 Alignment and Trackwork 3. 3.4 3. The Concessionaire shall ensure that the geometric standards followed provide for change in the standards of Permanent Way at a later date. delivery. The Permanent Way system shall cover the following sub-systems: (i) Rails including rail connections by fish plates. 3.2.3 The geometric design of track work shall conform to the standards set out in this section as a minimum. Alignment and Track Structure Requirements Performance Requirements The Alignment and track structure selected for the Project shall: (i) (ii) Ensure highest levels of safety. commissioning. buffer stops. have noise and vibration emitted by Rolling Stock well within the limits laid down in the international specifications. junction rails. derailment guards. specials including turnouts.1. sleepers including ballast and drainage. As far as possible. rail pads. 3. maintenance. rail bearers/plinth beams including non ballasted track systems. rail to sleeper/rail bearer connections including base plates. and documentation of the Permanent Way system as per specifications and kinematic envelope requirements so that the track structure provides safe and reliable guidance and support for the Trains allowed to operate on it.1 3. welds or other means. installation. and insulated rail joints. and comfort. insulators etc. and (viii) permanent track monuments. cross overs. it shall be effected with suitable transitions. inspection. procurement/manufacture.2 (ii) (iii) (iv) (v) (vi) (vii) traction system-third rail.1.1 51 . testing.1. In case of any change. bolts. rail clips.
2.8 The track structure shall maintain stability.2.2 3. for identical system and operating speeds.2.2.7 3.2. within the constraints imposed by the Rail System.2. The Concessionaire shall.2.1 require minimum or no maintenance and be of proven design. The formation/ supporting structure shall be designed (and weak formations shall be strengthened) to provide adequate support to the track and adequate cross fall and drainage. axle loads of Coach and for a Train speed of 90 kmph and shall enable a level of passenger comfort as per international standards to be achieved throughout the service life of the Rail System. adopt: (i) (ii) (iii) (iv) Large horizontal curve radii. 126.96.36.199.2. large vertical curve radii. Track shall be laid to high quality of line.2.2.9 52 . the construction shall conform to code prEN 50122-2. line and level under all conditions of applied load and temperature stresses.5 3. and flat track gradients.4 3. standards and specifications.2.2 3. Track shall be designed to conform to the appropriate load category according to UIC Leaflet 700.2. and embedded stray current collection system as required. The design shall conform to the applicable codes.2. The track shall be compatible with the Coaching system and the operational characteristics. and be long lasting.3 3. Guidelines to meet performance requirements.2. 3. as the rails are used for return current. long transition curves. especially over turnouts. level and surface meeting Specifications and Standards set forth in this Manual and Good Industry Practice. The track system shall be so designed as to provide the following: (i) (ii) (iii) Continuous electrical contact between the Train and traction power supply.6 The design of the elevated slab track shall address the problem of bending of span and twisting of supports caused by traffic loading and temperature changes.2. The design shall be based on proven track technology and the components should have been in service in other comparable transit systems.2. and subject to maintainability.MANUAL OF SPECIFICATIONS AND STANDARDS (iii) (iv) 3. 3.
3. Track spacing shall conform to SOD at Appendix I.1 3. 3.5 Track Spacing (a) Track spacing or distance between track centers depends on the vehicle dynamic envelope. Users on board should have a feeling of smooth running and can stand in comfort.6 3. Track alignment shall generally follow the alignment shown in the Concession Agreement.2. Gauge widening on curves shall be as per SOD at Appendix I.4 Track Gauge Track shall be laid to standard gauge of 1435 mm.3. The design of vibration attenuating track forms shall be in accordance with DD ENV 13481-6. 3.10 The design shall be compatible with the electrical and mechanical requirements of signalling and electric traction systems proposed to be adopted by the Concessionaire. with speed restrictions on curves of 300 m radius and sharper.3 3. The track center distance should provide for extra clearance on curves. The clearance envelope should be developed in relation to the theoretical center line of track at top of rail.1 Track Geometry General Track Alignment shall be such that during Train running. the effect of way side factors and running clearances.6.2. However the maximum speed during revenue service shall be 80 kmph. and shall comply with the Standards set out in this Manual. Operating Requirements Maximum Speed The track shall be designed for 90 kmph.ALIGNMENT AND TRACKWORK 3. 53 . the track gauge being the distance between the inner sides of the head of rails measured 14 mm below top of rails. Mitigation measures affecting track design shall be compatible with the track performance requirements prescribed elsewhere in this Specification.2 Noise and Vibration Noise mitigation measures shall be employed to ensure that the prescribed noise limits within the neighbourhood buildings and rail vehicles are not exceeded. (b) 3. Track centers also depend on whether the two tracks are proposed as concentric or eccentric on curved Alignments. 3.
(c) (d) (e) 54 . in any case.6.2. (d) 3.65 m/sec².MANUAL OF SPECIFICATIONS AND STANDARDS 3. If maximum cant and maximum cant deficiency different from these values are proposed to be adopted. For two adjacent curves in opposite direction with only one point where the cant is zero. for two adjacent curves in the same direction.6.1 Horizontal Curves (a) (b) (c) Sharp curves shall be limited to the minimum since track maintenance and wheel squeals drastically increase on small radii/radius curves. the cant must stay the same for at least 30 m between the transition gradients. Inner rail on the curve shall be taken as the base rail and outer rail shall be raised over the inner rail by an amount equal to cant.6. in any case.2 Super elevation or cant (a) The curves shall be designed with a maximum permissible cant of 125 mm and cant deficiency of 100 mm. and shall not.3 Transition Curves (a) (b) Transitions shall be with clothoid or cubic parabola. (b) (c) (d) (e) 3. the proposal shall be substantiated by calculations.2. The rate of change of lateral acceleration resulting in a lateral jerk should be preferably limited to 0. The minimum curve radius shall match with the characteristics of the Rolling Stock. The minimum straight length between two transition curves shall be 25 m but preferably 40 m. No overlap shall be allowed between transition curve and vertical curve.3m/sec³. vertical profile and Station locations. Track in Stations shall not have super elevation. The Concessionaire shall submit his proposals for cant and transition length for review by the IE.6. If this is not possible. Lateral acceleration on curves shall not exceed 0. particularly the distance between the track centers. the cant shall vary continuously from one direction to the other. exceed 0. and shall not.2 3. Cant and length of transition shall be decided in relation to speeds at various locations as determined by simulation studies of Alignment. The length of transition curve shall be worked out from cant consideration (maximum rate of change of cant limited to 28 mm/sec) and from cant deficiency consideration (maximum rate of change of cant deficiency 25 mm/sec).2m/sec³. Super elevation ramps should be preferably limited to 1:600. exceed 1:400.2. The minimum curve length between two transition curves shall be 25m.
2 All structures shall be located outside the Structure Gauge.6. The vertical curves shall have a minimum radius given by the following equation: Rv = 0.6. 3.3. 3.6.2 Grade Compensation at Curves The effect of a curve on the gradient is to. To compensate for this. in effect.6.6.3 Vertical Curves Vertical curves shall be provided where algebraic difference of change in adjacent gradients exceed 0. and 505– 4: Effects of the application of kinematic gauge defined in the 505 series of Leaflets on the positioning of structures in relation to the tracks and of the tracks in relation to each other.3.6.1 Transition curve shall be avoided in track in platform length.1 Clearances Clearances shall conform to the following UIC codes and shall be as per International practices as applicable.ALIGNMENT AND TRACKWORK (f) 3. and V is the maximum speed in kmph. Minimum length of vertical curve shall be 20 m.1% – 2% (ii) Midsection – normal (iii) Midsection – exceptional – 4% Grades shall be kept as flat as possible. The radius of vertical curves shall not be less than 1500 m. 3.6. 55 .4 3.4.3. 3.4 V ².3 3. where Rv is the minimum radius in meters of the parabola. (i) (ii) 505– 1: Railway Transport Stock – Rolling Stock construction gauge. Vertical Alignment Grade Grades shall not exceed the following limits: (i) Station – maximum – 0. ruling gradient on curves shall be made flatter so that the gradient effect along with curvature effect will not exceed the resistance due to ruling gradient. A parabolic curve provides a constant rate of change in grade and should be adopted for vertical curves.4%. The SOD at Appendix I is only indicative.4. make it steeper.
7. Track Structure Ballastless track shall be adopted for the viaduct and for inspection lines and washing plant lines. Laying of track on a reinforced concrete deck. The sub ballast shall comply with UIC Leaflet 719R for Earth works and track bed layers for railway lines.8 188.8.131.52 3.3. which have to be transitioned out.2 3. The ballastless track shall be laid to conform to the following specifications: (i) UIC 717-2R. For remaining areas.7. The complete track including turn outs shall normally be jointless. Track structure should have minimum of 52 kg rails laid on PSC sleepers. which must be transmitted smoothly.3.7.3 3.3.2 3.7. Slackening of the track gauge on curves.1 3.7. Ballast shall conform to Indian railway specification for ballast.6 3.5 3. SEJ may be provided at the ends of the corridors where the ballastless track joins the ballasted track.4 3. 1540 numbers per km (sleeper spacing 65 cm) with ERC Mark III clips with GR sole plates and GFN liners as per IRS or equivalent or higher standards.7. and differences in construction height. and (ii) UIC-710 R. Insulated joints for track circuiting may be provided where required. Track Tolerances The track shall be installed and maintained to tolerances not exceeding those indicated in table below: 3.1 Ballasted Track The minimum ballast cushion under the rail seat between the upper part of the sub grade and the bottom of the sleeper should be 300 mm except for track in Depot where the minimum ballast cushion shall be not less than 200 mm. Transition between ballasted and ballastless track shall be designed adopting special measures to smoothen out the difference in elastic properties of both track structures. 3.7. the passing clearance between track and structures should take into consideration the sighting of signals from Trains.6.7.8.MANUAL OF SPECIFICATIONS AND STANDARDS 3. The design shall take into account forces due to traffic loading and temperature.184.108.40.206.6.3.3 Where line side signals are provided.4 3.1 56 . The requirements for maintaining clearances between Trains and fixed infrastructure and between two Trains shall be determined by the Concessionaire in consultation with the IE.7 3.7. the track system can be either ballasted track or ballastless track.3 3.
L2: ––– Tolerance beyond which maintenance action is mandatory. 6.-1 ±5 XL ±3 cant 1:400 ±8 ±5 +10.8.5 1:500 ±4 ±2 Maintenance Maintenance L1 L2 +4.-1 ±1. Track maintenance tolerances shall be laid down in the Maintenance Manual. 4.2 The Concessionaire shall review the tolerances indicated in the Table above and propose improvements appropriate for his track system at the stage of initial engineering submission. ±2 ±5 ±8 L1: ––– Tolerance beyond which maintenance is to be planned.8.-2 ±8 XL ±5 cant 1:300 ±12 ±8 7. 3. and to which the track shall be restored following any significant maintenance intervention.ALIGNMENT AND TRACKWORK Permissible Tolerances (mm) S. 3.8. Distance between center line of adjacent base plates shall not vary by more than ±10 mm.3 3. Note 1: Installation tolerances are the tolerances to which track shall be constructed relative to the designed alignment.8. Parameters Gauge Cross level on straight track Cant on curved track Twist on 3.5 ±1. 5.5 57 . Deviation in Station platform areas shall be governed by the Schedule of Dimensions (SOD) at Appendix I.4 3. 3.6 m base Vertical alignment over 20 m chord Lateral alignment over 20 m chord On curves – variation over theoretical versine on 20 m chord with half over lapping Installation +2. 2. No 1. Note 2: Maintenance tolerances are the amount by which the track may deviate from the designed alignment in service before triggering the need for maintenance intervention.
1.1.1 (b) (c) 3.2 Pre-curved rails (a) Rails shall be pre-curved with rail-bending process conforming to any of the codes or Specifications and Standards set out in this Manual. 58 .10. The resistance of the track with respect to earth within each electrical section shall not be less than the following: (i) (ii) 100 Ohm. The Concessionaire shall design the track system/track components so that they are compatible with the Traction Power System and the electrical resistance of the system is ALARP.9. Rail shall conform to EN-13674-1:1999-Railway ApplicationTrack. turnouts and at glued joints.4 The Concessionaire shall provide adequate levels of cross bonding and electrical insulation resistance for the correct functioning of the signalling and control systems and the traction power distribution system and shall comply with the requirements of EN 50122-1 Railway Applications-Fixed Installations– Part-1-Protective Provisions Relating to Electrical Safety and Earthing.9. or UIC 860 O-Technical specification for supply of rails.10. 3.9 3. and shall be electrically insulated from earth.1 3. 3. IRS rail sections could be adopted in Depots as an alternative to UIC section. therefore. Rail Part 1. Grade 900A shall be adopted on main lines and Depot lines except for curves sharper than 500 m.10 3.9. Rails shall be laid with cant to suit the wheel profile of the Rolling Stock proposed to be adopted.3 3. Rail section shall be designed to suit the Rolling Stock and speed of operation. and factory insulated glued joints for which Grade 1100(1080 UTS) wear resistant head hardened rails shall be adopted. The running rails.km as a standard commissioned value. UIC 861-O standard rail profiles-UIC 54 and 60 kg/m rail sections and Grade 900A.1 Electrical Insulation The traction current is transmitted to the Trains from traction current sub stations through a bottom contact third rail positioned to one side of the running rail.10. Return current shall be via the running rails.MANUAL OF SPECIFICATIONS AND STANDARDS 3. Track Components Rails Rail Section (a) UIC flat bottom rails. Rail shall be in accordance with UIC standard section. will be an integral part of the traction current supply system. turn outs.2 3.9. Grade 1100 rails shall be extended for 18 m on either end of curves sharper than 500 m. and an absolute minimum service value of 20 Ohm-km.
The over-all length of the junction rail shall not be less than 6 m. with un-drilled ends.1.5. (b) 3. Method of marking rails for identification for installation shall be developed. wear.3 Junction Rails Rails of different sections. 220.127.116.11.4 Restraining rails in curves (a) Restraining rails shall be provided on all tracks with a center line radius of 160 m or less. shall be connected by a junction rail. The supporting system shall be sufficient to prevent lateral or vertical movement while allowing longitudinal movements for thermal expansion. specially designed and forged. (b) (c) (d) 59 . The rails shall be uniformly curved. All rails shall be straight before pre-curving. 3. such that the deviation of the interior mid-ordinate offset from the theoretical offset is within the tolerances for straight rails using the appropriate chord distances for the straight rail specification. derailment guards need not be provided on the restraining rail side. (b) (c) Pre-curved rail bases shall be level when laid out on a flat surface. The third rail system shall be segmented to permit isolation of sections of the guideway physically and electrically for fault isolation.ALIGNMENT AND TRACKWORK when used in curves of 500 m and sharper. The restraining rail shall extend over the curve length including transition curves. The third rails shall be insulated from adjacent structure and from ground to prevent electrical interaction and short circuit by the collection shoes. Third Rail (a) Bottom current collection with the use of composite aluminium steel third rail or of material of equivalent properties shall be used for the main line from safety and reliability considerations. These rails shall be provided adjacent to the low rail with a flange way sufficient to engage the back of the inside wheel. and electromagnetic and thermal loads imposed by short circuits. Third rails shall be mounted on insulated supports. The rails and insulator supports shall be designed to withstand vehicle dynamic loads. Where restraining rails are provided.10. Low carbon steel third rail adequate for the reduced current requirements of the Depot may be used in the Depot.1. maintenance and other purposes without the possibility of bridging of adjacent segments by a Coach or Train from the adjacent powered sections. if used.
compliance to Specifications and ISO 9000 certificates shall form part of welding proposals which shall be submitted to the IE for his review. Source of supply. and gradient over 200 mm less than 1:1000. The flash butt welding used for the Project shall conform to Rail Track Line Specification RT/CE/S/001 or other accepted International Specifications.5 mm.2 mm (hump). The joints shall. (b) (c) (d) (e) (f) (g) (h) Horizontal direction shall be: (i) (ii) Versine on a 1 m base between -0. If rails of different grades are proposed to be used.6 Rail Welding (a) All rail joints shall be welded to provide a jointless smooth track. expansion joints to adjust for thermal movement of third rail and side ramps to allow the shoes to smoothly ride up to the third rail at turn outs shall be provided. Alumino thermic welds shall be used only where unavoidable. and gradient over 200 mm less than 1:500. (g) 3. All welds shall be checked for dimensional tolerances and shall be magnetic particle inspected and tested ultrasonically. versine on a 1m base between 0 and 0.10.10.2 Rail to sleeper fastenings. End approaches at both ends of third rail for smooth contact of the pick up shoes onto and off the rail. test certificates.5 and 0.1.MANUAL OF SPECIFICATIONS AND STANDARDS (e) (f) The third rails shall be made to the same standards of straightness and laid to same alignment accuracy as the running rails. Third rail shall be shielded from accidental touch by people and tools used for inspection and maintenance by the provision of suitable shrouds. Portions with suitable chemistry for welding HH rails with HH rails or with MM rails should be submitted to the IE for his review. The new welds shall have the following minimum acceptance specifications for the geometric quality: (i) (ii) (iii) (i) Vertical direction. be welded using a flash butt welding plant. The process and quality control system for the Thermic welding system proposed should have an intrinsic reliability equivalent to that of flash butt welds. as far as practicable. rail pads and base slab 60 . the proven technology proposed to be adopted for welding shall be demonstrated. Minimum distance between two welds on the same rail shall be 6 m. Specifications. 3. Five percent of the welds shall be subjected to radiographic testing. in consultation with the Independent Engineer (IE).
wheel set hunting. The fastening shall also provide for retrofitting to enable reduction in noise level. and thermal forces including buckling in hot weather. alignment irregularities. hold the rails to gauge and at the correct inclination within certain tolerances laid down against horizontal forces generated by vehicles in motion especially on curves. The fastenings shall provide insulation to take care of return current of third rail traction. be corrosion resistant. The fastenings shall be of a reputed make with a proven track record and shall be designed in a manner that incorporates the minimum number of components. it shall also correct track distortions and act as a buffer.10. dampen vibrations. and (viii) not require frequent maintenance.2. b) Performance requirements of fastenings The fastenings shall: (i) Support the vertical loads imposed by the wheels and transmit them to the underlying structure with a minimum of impact. vibration or damage by abrasion. impact and noise to within acceptable limits.ALIGNMENT AND TRACKWORK 3. and provide environmental protection from noises and vibrations. lateral and longitudinal loads and vibrations. to enable the track circuit to work and to limit stray current leakage to acceptable limits. have good electrical properties. (c) Conformity to Specifications The fastenings shall conform to: EN 13481-5: 2002 Railway applications – Track – Performance requirements for fastening system – part 5: Fastening systems for slab track.1 Rail to sleeper fastenings a) General The fastenings shall be designed to hold the two rails of the track strongly to the supporting structure in right position by resisting the vertical. In slab track. and draw it back after the load is removed. (ii) (iii) (iv) (v) (vi) (vii) permit quick and easy installation and replacement with special tools. allow small longitudinal movements of the rail under braking or traction forces. 61 .
3. EN-13146-6: 1998 Railway application-Track-Test methods for fastening. railway related chemicals etc. Effect of severe environmental conditions. long life. methods for for EN-13146-5: 1998 Railway application-Track-Test methods fastening. Effect of repeated loading.2 Rail Pads (a) Functions The rail pad shall satisfy the following functions: (i) To cushion the impact of vertical loading by providing a conforming medium between the rail and sleeper ensuring even pressure on the rail seat area. EN-13146-2: 1998 Railway application-Track-Test methods for fastening systems-Part 2. consistent performance over wide range of temperatures. and by reducing the transmission of vibration and impact from the rail to the sleeper. and (vii) resistance to effects of moisture.10. resistance to abrasion. EN-13146-7: 1998 Railway application-Track-Test methods fastening. Determination of electrical resistance. ultra violet light. EN-13146-3: 1998 Railway application-Track-Test methods for fastening.MANUAL OF SPECIFICATIONS AND STANDARDS (d) Tests The fastening system shall be tested to the following specifications: EN-13146-1: 1998 Railway application-Track-Test methods for fastening systems-Part 1. for (ii) (b) Essential Properties For satisfactory performance. EN-13146-4: 1998 Railway application-Track-Test fastening. Determination of torsional resistance. Determination of attenuation of impact loads. the rail pad must have the following properties: (i) (ii) (iii) (iv) (v) (vi) Good electrical insulation properties. 62 . Determination of longitudinal rail restraint. resistance to fatigue deterioration under reversal of stresses.2. resistance to permanent deformation or flow. and To assist in the distribution of tractive and braking forces along the rail. Determination of clamping force.
ensure drainage.2 The Concessionaire shall submit a schedule of turnouts with his initial design. 1:9 type turnout with a minimum lead radius of 190 m or 1 in 7 type turnout with a minimum lead radius of 140 m.1. The repair and maintenance methods must be indicated in the Maintenance Manual. 3.2. shall be maintainable and construction friendly.ALIGNMENT AND TRACKWORK 3. and track forces.11.3 63 . moving at maximum speed are retained on the viaduct.11. The turnout shall be assembled from components that are robust and reliable. and shall be quickly reparable in the case of a derailment. 3. The base slab on which the rails are fitted shall: (i) (ii) (iii) (iv) (v) Resist weathering. 1:9 type turnout with a minimum lead radius of 300 m.3 RCC Derailment Guards Derailment guards shall be designed such that in case of derailment: (i) (ii) The wheels of a derailed vehicle under crush load. An elastic fastening system with base plate to base plate distance of 650 mm may be used.1. as follows: (i) On main lines.1 3.10. and any reinforcement used shall not form closed conducting loops that are likely to interfere with or distort the signals emitted by track side or Train mounted control equipment that may be installed to facilitate metro operations.3 Base Slab (a) The base slab shall be designed as plinth type ballastless track structure with RCC derailment guards. provide a level base for uniform transmission of rail forces.10. providing a permissible speed on divergent track of not less than 40 kmph.1. and damage to track and supporting structures is minimal. (b) (vi) 3. listing their principal dimensions and operating speeds to the IE for review. (ii) 3.1 Special Layouts Turnouts Turnouts may be selected from UIC Standard arrangements to suit the design alignment and speeds. have geometrical accuracy.11.11.11 3. and on Depot lines.
the turnouts shall be resiliently mounted.6 Turnouts for ballastless track shall be designed to achieve the required elasticity.4.1. type of fastening used shall be the same as used on the main line. and (viii) all the points shall be operated by electrical motors. and designed to accommodate base plate spacing and 3. 3.11.3 Switch Expansion Joints Switch expansion joints shall be located 50 m away from points and crossings. friction buffer stops shall be supplied. distance between an insulated joint on the turnout portion and a weld on the approach track shall be minimum 4 m. Friction Buffer Stops On main lines.4 The geometry of the turnout rails shall be compatible with the Train wheel profile. installed. The buffer stop shall be capable of withstanding impact from a Train of maximum design length running at a speed of 15 km/hr without any damage to Train or buffer stop and must stop the Train within the distance. at each dead end. in the ballasted track lengths.11. commissioned and maintained. 3.11. 3. 3. the assembly must ensure continuous electrical contact on the Train.11.11. and shall not result in an increased derailment risk when in a worn or otherwise degraded condition.1.1 Glued Insulated Rail Joints Insulated rail joints shall enable rails to be physically connected while remaining electrically separate to meet signalling requirements.5 (vii) the turnouts shall be designed for placement in CWR track and withstand the axial forces induced. The Concessionaire shall address wheel-rail design issues in his initial engineering submission. Joints shall be factory prepared glued insulated joints. as would be required in accordance with Good Industry Practice.11. the motor and drive should be effectively drained.2 64 . commissioned and maintained at the two ends of the corridor. The turnout shall meet the following further requirements: (i) (ii) (iii) (iv) (v) (vi) All joints in the assembly including junction of Cast Manganese Steel (CMS) crossing shall be welded.11. Switch expansion joints conforming to the Specifications and Standards set out in this Manual shall be supplied. tested. of 6 bolt type using reinforced bonded fishplates.1.4 3.MANUAL OF SPECIFICATIONS AND STANDARDS 3. installed. tested.
7 3. and connected using six M24 high strength fasteners and washers. The alignment of the joint shall be checked both in the horizontal and vertical planes with a meter long straight edge.12 or equivalent codes of practice and shall pass all tests specified therein. Electrical resistance in dry condition shall be as per specification and that in wet condition shall be the value required for meeting the signalling requirements. 3. The track monuments include: (i) (ii) (iii) (iv) (v) Kilometer boards. The joints shall meet the signalling requirements of insulation properties between the two rails.11.5mm 3.5 3.4 3.11.4. technical specifications. The joints shall conform to AS 1085.4.11.4.11. drawings and ISO certificates shall form part of the proposal which shall be submitted to the IE for review.3 3.11. and an insulating end post 6 mm thick (+1.4. of equal or better than high strength bolts.2 The insulation properties between the two rails shall be suitable for application in the proposed 750V DC third rail traction system.8 Pull out resistance test shall be conducted for one out of every 20 joints. LWR/CWR/SEJ reference markers. Track Monuments Permanent track monuments/indications complete with track data should be planted along the track at suitable locations without hindering operation and maintenance.11. All rails used for the manufacture of these joints shall be ultrasonically tested.00 m. The overall length of the joint shall be minimum 6. The glued Insulated Joints shall be subjected to tests as per recognized international specifications. -0 mm) separating the two rails.9 3.5mm Horizontal ±0.4. Source of supply. test certificates.ALIGNMENT AND TRACKWORK fastenings. curve reference markers.6 3. The alignment tolerances shall be as under: Vertical ±0.11. Dimensional check shall be done on each glued joint.11.4.4. bushes etc. fouling point markers.. The insulated joint shall consist of two lengths of head hardened rails rigidly joined by a pair of forged fishplates. gradient posts.12 65 . and all bolt holes shall be work hardened by chamfering.4. and 3.
material testing including fatigue testing. This shall be supported by drawings of layouts and components. All permanent markers proposed to be used and markers proposed to be painted on rails including the colour scheme shall be in consultation with the IE. tests for electrical insulation and conductivity. technical requirements and how these requirements are proposed to be met. frequency of testing. and such other monuments considered necessary for the operation and maintenance of the system.13. its functional requirements. Inspection and Testing plan (ITP) format shall be developed for each test covering relevant details such as.4 (vii) glued insulated joints. (viii) buffer stops. for review and comments. 3. alumino thermic welding.13. The Concessionaire shall submit to the IE a schedule of the type of testing or inspection proposed at each stage of completion or part completion of the system covering manufacture/procurement.13 3. 66 . reference standard. within the timelines set forth for the same under the Concession Agreement: (i) Description of Permanent Way. requirement.14 elastic fastenings.2 3. the following: (i) (ii) (iii) (iv) (v) (vi) Local and global geometry. 3.MANUAL OF SPECIFICATIONS AND STANDARDS (vi) turn out markers.3 3. The programme shall cover. switch expansion joints. maintainability and reliability of the part/system in accordance with the RAM plan.13. among others. Track recording shall be in both digital and analog. Design Documentation Apart from the general requirements. action in case of non conformance to standards etc. and (ix) 3. The test and inspection programme shall address the aspects of safety.13. report format. the Concessionaire shall submit the following documentation to the IE. and testing and installation to meet his obligations with respect to the quality control requirements specified in this Manual.1 Inspection and Testing Acceptance of track works shall be by testing with dynamic track recording at speed not less than 90 kmph. depot and field flash butt welding.
(ix) (x) (xi) 3. The details of plant and machineries as below should be in position before commissioning of the Rail System: (i) (ii) On – track machines and Trains to be used. tolerances of track before and immediately after maintenance. if proposed. and quality procedures to ensure controlled cooling. rail flaw detection proposals. and Maintenance Manual.15 Test plan before commissioning. rail lubrication system. (v) (vi) (vii) full details of all welding processes including Test plan before welding. super elevation. Maintenance Maintenance shall be undertaken as laid down in the Maintenance Manual. transition curves. relating it to internationally accepted standards. quality assurance plan.ALIGNMENT AND TRACKWORK (ii) (iii) (iv) geometry of rail and track including tolerances for their installation. plants and machineries to be used. curve radius. vertical curves etc. noise generated and ride index on elevated track immediately before and after maintenance. plan for preventive rail grinding irregularities in the railhead and gauge face to ensure smooth running and decreased noise production. and off – track equipment. (viii) track side signs to indicate reference data for the alignment. 67 .
Track and vehicle tolerances. Kinematic Profile The Kinematic envelope represents the maximum dynamic displacement of a vehicle outline from track center line and from rail level. Dynamic effects. The Concessionaire shall finalize the SOD in consultation with the IE.Appendix I (Chapter 3) Schedule of Dimensions for Standard Gauge 1. 2. This profile should provide for tolerances in manufacture and effect of load on the suspension.0 m height has been fixed within which the static car profile has to be accommodated. Static Car Profile It is the profile of the maximum cross sectional dimension of the car at rest on straight and level track. General The dimensions given under are only indicative. 3. Track effects to be considered for working out the kinematic profile are: (a) (b) (c) (d) (e) Rail wear (Vertical and Lateral). This is an envelope comprising: (a) (b) (c) (d) Rolling Stock profile. The Kinematic envelope of the Train shall be calculated in accordance with UIC – 505. 69 . A maximum limit of 3. Track tolerances. Cant on curves. Lateral track movement – (separately for straight track and for curved track).2 m width and 4. Horizontal curvature effects: (i) (ii) End throw. Allowances for curvature and super elevation. and middle throw. and depends on the car supplier. This is the basic profile on which other profiles are built.
MANUAL OF SPECIFICATIONS AND STANDARDS These values depend on track curve. 5. (b) 7. Unequal loading of vehicles. The Concessionaire shall submit a comprehensive Schedule of Dimensions covering all aspects in consultation with the IE. Absolute values for the clearances are to be finalized by the Concessionaire. which includes 26 mm allowance for nosing. Coach height. Vehicle effects to be considered for working out the kinematic profile are: (a) (b) (c) (d) (e) Tolerance of vehicle dimensions. Surging and lurch (including the effect of wheel and undergear wear). length 21940 mm and Bogie centers of 14850 mm are furnished in this Appendix I. Clearances The actual clearance required between Coaches and structures is influenced by Train speed. and distance between Bogie centers. Spacing of tracks on straight alignment and on curves of 1000 m and flatter Spacing of tracks on straight and curves of radius 1000 m and flatter without structure in between shall be dependent on Coach dimensions. Tilting due to cant. in consultation with the IE. Only broad guidelines. such as signal masts. track irregularity. Coach length. Vehicle bounce. and typical values for a Coach of width 2900 mm. Structure gauge The structure gauge indicates the dimensions of a structural cross section within which no outside object. and maintenance condition of Coaches. Minimum clearance between adjacent kinematics envelopes shall be 300 mm. Deviation due to wind loading. sign boards etc may protrude. Other dynamic effects are: (a) (b) 4. particularly the Coach width. For a Coach width of 2900 mm the track spacing shall be: 70 . car length and Bogie Centers which needs to be developed as part of the design by the Concessionaire. Vehicle roll. General principles (a) Minimum clearance between kinematic envelope and structure gauge on tangent track shall be 126 mm. 6. The kinematic and structure gauge depend on the Coach design.
where C* is the Coach length in m as per Coach design characteristics as per Coach design characteristics (a) + (b) + (c) (ii) allowance due to gauge widening on curves (iii) additional nosing due to gauge widening (iv) gross horizontal shift 10. viz. Curve radius (a) (b) (c) (d) 9.SCHEDULE OF DIMENSIONS FOR STANDARD GAUGE (i) Ballasted track 3650 mm 3600 mm (ii) Ballastless track 8. 71 . as per UIC 710 R: Minimum track gauge in curves as per Coach characteristics (a)-(b) + (c) (ii) allowance due to gauge widening on curves (iii) nosing (iv) net horizontal shift (b) Outside of curve (i) End throw 125 C*²/R. cant effect.125C²/R. and minimum clearance between adjacent kinematic envelopes. 300 mm. Absolute minimum radius of horizontal curves Minimum preferred radius of horizontal curves Minimum radius of horizontal curves in station area Minimum radius of vertical curves 120 m 400 m 1000 m 1500 m Extra clearance on curves (a) Inside of curve (i) Mid throw (mm) 125 C²/R. where C is bogie centers in m and R is the curve radius in m. gross horizontal shift on outside of curve. Minimum track spacing on curves The most adverse position will be when the end of a Coach on the inner track is opposite the centre of a similar Coach on the outer track. This will be the sum of: (i) (ii) (iii) (iv) Net horizontal shift on inside of curve.
and for situations with structure between tracks. car suspension variations. and lateral and rolling displacement of Coaches due to wind forces. the distances shall be as under for a 2900 mm wide Rolling Stock: (i) Maximum horizontal distance from center of track to face of platform coping: 1515 mm Minimum horizontal distance from center of track to face of platform coping: 1500 mm (ii) Platforms should be constructed with a tolerance of +5 mm. track spacing may be decided by the Concessionaire in consultation with the IE. other Coach maintenance elements affecting lateral clearance between wheel flange and rail gauge face. Additional lateral clearance to platform adjacent to transitioned track or within a vehicle length of transition curve shall be calculated taking effective radius 72 . -0 mm. 125 mm 100 mm 1 in 400 Taking the above factors into consideration.MANUAL OF SPECIFICATIONS AND STANDARDS For sharper curves. Maintenance tolerance shall be ± 5 mm with respect to design track alignment allowing for Coach and track maintenance tolerances including: (i) (ii) (iii) (iv) (v) Allowance for rail wear. on both straight and curved track in relation to design track alignment. Since minimum radius permitted for platforms on curves is 1000 m. Additional lateral clearance to platforms on curves. 11. lean due to cant has not been provided for. Construction tolerance on lateral clearance to platform coping should be kept at + 5 mm. Since track in stations shall not have cant. Platforms Maximum horizontal distance from centre of track to face of passenger platform coping. -0 mm to platform coping with respect to design track alignment. there will be no gauge widening on curves at stations. variation in wheel conicity. Cant Cant maximum Cant deficiency maximum Maximum cant gradient 12.
Gradients (maximum) (a) At stations (b) Mid section – 1 in 1000 – 1 in 25 There shall be no change of grade within 30 m of any points. tolerance for rail wear. For example. allowance for lean due to cant has not been provided: (a) Minimum horizontal distance of any isolated structure (length 2000 mm or less) on a passenger platform from edge of coping Minimum horizontal distance of any continuous structure on a passenger platform from edge of coping 2500 mm (b) 3000 mm 13. The effective radius for a curve is the average radius of two points relevant for the calculation of Mid throw and End throw. -0 mm. 14. Tolerance in height of passenger platform should provide for: (i) (ii) (iii) Construction tolerance.SCHEDULE OF DIMENSIONS FOR STANDARD GAUGE for calculation of Mid and End throws. Additional lateral clearance for platforms on curves (a) On inside of curve (b) On outside of curve – Mid throw – End throw 73 . Horizontal distance to any structure on platform Since track in stations shall not have cant. the two points shall be taken at a distance of half the bogie distance from the point in the track being analyzed. and coping levels should remain at approximately at the same level as minimum height of floor of Coaches. conicity and track maintenance. for a platform on the outside of a curve. Average radius(Ra) of the two points shall be: Ra = 2 1+1 R1 R2 Where R1 & R2 are the radii at each of the two points Height above rail level for passenger platform coping Standard height of platform may be maintained at 1100 mm with a tolerance of +5 mm.
Rolling Stock. there will be no gauge widening on curves at Stations. signalling. 15. 74 . Rolling Stock (a) Maximum height above rail level for floor of Coaches (b) Minimum height above rail level for floor of Coaches – 1130 mm – 1105 mm 16. shall be provided by the Concessionaire to suit the systems and equipment he proposes to deploy. lean due to cant has not been provided for while working out lateral clearance. Other Clearances The clearances pertaining to: (i) (ii) (iii) (iv) Traction system. 2.MANUAL OF SPECIFICATIONS AND STANDARDS Note: 1. and turnouts. Since minimum radius permitted for platforms on curves is 1000 m. Since track in station area shall not have cant.
Chapter 4 Signalling and Train Control .
1 General Specification This section lays down the standards and performance requirements for the Signalling and Train Control System to be designed. comprising Automatic Train Protection System.1 4.1. Test track in the Depot shall be equipped with ATP and ATO to main line standards and programmable for different test configurations. commissioned.1. 4.1. During periods that the OCC is unavailable the supervision of the CATC shall automatically transfer to the Local Control Operator at each interlocked station without any loss of control capability.1.1. operated and maintained by the Concessionaire for the Rail System. Cab Signalling shall be provided.2.4 4. at least for the following sub-systems: 4.2. The interlocking system shall be dedicated Microprocessor based system meeting the relevant SIL Standards. The Concessionaire shall build a system of Signalling to proven standards so as to ensure the safe movement of Trains over all running lines.2.2.Chapter 4 Signalling and Train Control 18.104.22.168. The system shall be designed for Trains to operate at two minutes interval during service. No single point failure shall cause failure of an equipment or sub system that has impact on the safe operation.3 4.5 22.214.171.124 4.8 77 .1 Requirements The revenue line Signalling and Train Control System shall be a Continuous acting Automatic Train Control System (CATC).2. Uninterrupted Power Supply (UPS) shall be provided to support all essential Train control functions at the stations and the Depot and the OCC and shall be capable of supporting the rated load for minimum period of 30 minutes.2. The CATC system shall be controlled from the Operations Control Center (OCC).6 4.1.2 4. constructed.1.2 4. Automatic Train Supervision System and Automatic Train Operation System and shall provide bi-direction working over each main line track. The Depot/Work shop shall be provided with a simple form of Signalling.
3 4.1.10 4.9 ATP (on board and track side).MANUAL OF SPECIFICATIONS AND STANDARDS (i) (ii) (iii) 4.2 4. 4.2. computer based route interlocking for operation of points and setting of routes to prevent misdirection of Trains at points.2 4. and ATS. ARS shall be provided. and stoppage of Trains at the correct stopping position.1.5%.2. The Concessionaire shall conduct operating simulations for normal and abnormal working service patterns. Design Criteria The normal direction design headway of the CATC system shall be 120 seconds and the lay overtime at the terminal stations shall not be more than three minutes. a Train borne unit to provide warning of over speed and application of Train Emergency brakes if the warning is not acted upon. and hand operation of points in case of power failure. alarm potentially unsafe operating situations.2. CBI.1 4. (viii) help to detect “broken rail”. 78 .4 (v) (vi) (vii) authority to proceed along a route set and locked for each Train. The Concessionaire shall submit a certificate from accredited Independent Safety Assessor (ISA) to this effect. (ix) (x) (xi) automate routine operations including automatic reversal at terminals. All Trains within and approaching a bi-direction section shall be brought to a standstill before the direction control is implemented. manufactured and validated to CENELEC standard EN 50126.2. ± 500 mm at stations as well as at other designated locations on the system.2. and EN 50129 or equivalent SIL Standard. Audio Frequency Track Circuit (AFTC) for vehicle detection and for transmission of data from track to Train on revenue lines as well as on the transfer track and test track in the Depot.2. power operation of points. EN 50128. Percentage of successful stopping shall be minimum 95. All safety critical equipment shall be designed. The CATC System shall provide the following: (i) (ii) (iii) (iv) Cab Signalling and providing continuous Train detection and control of Train speed within the envelope. remote control of interlocking and the indication of equipment status and Train location to a control center.
3.2.3. ATP system indicates. The design for the CATC shall be fully integrated with all other systems that constitute the Rail System so that the overall requirements of the Rail system are met. Provision shall be made at Station Control Room to enable Trains to be stopped on detection of potentially unsafe situations. safe speed and positions limits for the Train.3 4.5 The CATC shall be designed with headways less than the specified operational requirement by an amount sufficient for achievement of reliability of specified service performance over the route and compliant with international safety standards.8 4.1 4.2. Depot and for OCC for Signalling system.126.96.36.199. the brakes shall not be released until the Train has stopped and TO has confirmed that he has taken control. UPS shall be provided at Stations. Performance Specification Signalling The Signalling shall support optimum speed in Automatic Mode or Coded Manual mode in either Normal or Reverse direction over the same track and shall have facilities for speed restrictions to be imposed on sections of track determined by the alignment design criteria.3. Automatic Train Protection When the Train is required to be run without ATO.9 4. to the TO the permit speed and the current speed to enable him to control the Train. If the permit speed is exceeded at any locations. applies brakes.6 4.7 4. the Trains shall be operated as under Based on the information about the direction.3.10 4. Necessary procedures shall be devised and implemented for enabling a Train to move safely after ATP braking. Computer based Interlocking shall be provided for Stations having switches and crossings. signals and ends of points) shall be uniquely and indelibly named or numbered in a way that is visible to TOs and these numbers shall be co-ordinated with the associated control equipment and the displays in the OCC and DCC.2.1 4. Line side signals to protect the points shall be of LED type. Equipment and locations that may need to be identified in emergencies (including all stations.SIGNALLING AND TRAIN CONTROL 188.8.131.52 Automatic Train Operation 79 . After ATP system applies brakes.2 4.2 4. the system warns the TO and if he does not act immediately. 4.
ATS system shall provide link to Passenger Information Display System and Public announcement system for on line information. If traffic perturbations occur. The Train-borne equipment shall confirm to the TO when its self-test is completed successfully.3 4.3.3. The trackside equipment shall alert the OCC staff and record the system defect in a log when a defect arises in the trackside equipment. The Train-borne equipment shall inform the TO if possible when a defect arises in the Train-carried equipment.3.6. 4. The TO shall decide when the doors may be closed and when it is safe for the Train to depart a platform.4 4.6.1 4. defects and/or incorrect operations typically.184.108.40.206.1 Alarms and Reports The Train-borne equipment shall inform the TO promptly if a defect arises which prevents the ATP system from protecting the Train. If the OCC controls are unavailable for any reason.2 4. the changes to the traffic arrangements will be managed using the OCC controls. the Trains shall be controlled automatically and monitored by the OCC staff.3.5 4. Normal and Abnormal Working Requirements When all systems are working normal.3.3.3 4.5 4. but with a TO present in the front cab.2 4. The Train-borne equipment shall warn the TO before brakes are applied by the ATP system and advise the TO when the brakes have been applied by the ATP system. The Signalling and Train Control equipment shall immediately report failure.2 4.3. computation of Train schedules and their installation for revised service patterns and Automatic Train Regulation by adjustment of station dwell time and speed regulation. The ATO operation shall be arranged to provide optimization of energy consumption.6.6.1 Trains shall normally be driven automatically. of each interlocking area.3. the ATO function shall then undertake all driving functions up to and including the opening of the Train doors on the correct side at the next station. Automatic Train Supervision The ATS system shall enable continuous tracking of Train position.MANUAL OF SPECIFICATIONS AND STANDARDS 220.127.116.11 80 .3.4 18.104.22.168.6 4. working shall automatically be instituted by local supervision from LCPs/ video display units at Station Control Rooms (SCR).3.4.3. The ATO function shall be implemented independently from the ATP function so that no malfunction of the ATO equipment can inhibit the ATP function. but not limited to the following: 4.
including functions associated with stations.3.8. TO’s and OCC staff shall have manual facilities to acknowledge (and thus cancel) each alarm individually.7. and if so shall take immediate action to avoid the danger.6. Operations Control Center The Rail system operational status shall be continuously displayed on a mimic panel or other devices and work station in the OCC. untimely and/or out-of-sequence operation of wayside equipment.3 4.3. The test track that enables all Train ATP and ATO functions to be tested in both directions of running.3. power supply faults.3. identification of signal equipment defects(interlocking alarm).8 4.4 81 .3. When required to reform a service.8.8 4. point position and signal aspect shall be mimicked and displayed in near to real time.7. The Concessionaire shall provide all test facilities and recording functions as are necessary to meet this requirement.3 4. Trains shall be identified by unique number and step in correspondence with the Train movement. including UPS and earth faults. All alarms shall clearly indicate the nature and the location of the cause. The ATS system shall have the capability to generate new time-tables for modifying Train service operation by the CATC.2 4.3. Route setting.22.214.171.124.7 Failure of point throwing and/or detection. and unauthorized and potentially unsafe Train movement.1 4. Normal working shall be by automatic route setting in accordance with time table resident in the ATS CPU. The Concessionaire shall integrate the CATC central control computers with other associated control Systems at the OCC to provide the operators with 4. when available within local equipment.7 4.3.1 4. the TSR may enable a Train Hold facility to inhibit Trains departing a platform in CM mode of driving. track occupancy.2 4. ATP system failures.3.6. Whenever irregular operation of the CATC is suspected. Diagnostic and condition monitoring information shall be available at the maintenance workstation.8.3.SIGNALLING AND TRAIN CONTROL (i) (ii) (iii) (iv) (v) (vi) 4. the Concessionaire shall immediately establish accurately whether a dangerous defect is present. Test Facilities The Train equipment shall include a self-test facility to enable the TO to confirm every time a Train enters the revenue line or is reversed and the cab that is at the front is ready to work in all modes. Supervision of Train operations from the OCC shall be enabled automatically by the ATS or by manual operation by the Train Controller (TC).
9. This facility shall have capability for downloading Train identification and condition data. Coded Mode (CM) driving shall be used till ATO is introduced.9. a vital two aspect line side signal system shall provide route setting and holding with indications of Train locations displayed on a mimic panel and shall be controlled from a Depot Control Centre (DCC).4 4. A warning system shall alert staff working in workshop areas of approaching vehicles. The Test Track shall provide a controlled environment for testing the Train borne parts of the CATC.9.9. ATO shall be introduced within a year of COD.126.96.36.199 4.3.10 4. Train Operating Modes General Description All Trains shall be equipped to operate in either direction. a sub-mode of YM. in any of the following modes: (a) (b) Automatic Mode (AM) of driving shall be used as the normal method of Train control using ATO.3. 4.1 Depot Signalling The Depot signalling system shall control movements of the Trains within the Depot up to the limits for transfers with the revenue line signalling system. A facility shall be provided on the transfer berth(s) for Trains entering the revenue line from the Depot.2 4.3.3. apart from the Depot.1 (c) (d) (e) 82 .3. As a minimum. 4.MANUAL OF SPECIFICATIONS AND STANDARDS the required facilities for supervising and controlling the entire Rail System. Yard Mode (YM) driving shall be used as the normal method of Train control in the Depot.3.9 4.10. and as a fall-back method of Train control using ATP when a Train or track-side equipment fault prevents AM driving.6 4. to establish the correct mode of driving and Train run data. shall be used for controlling the low speed movement of Trains through the Depot wash plant. Restricted Mode (RM) driving shall be used as a fall-back method of Train control when a Train or track-side equipment fault prevents ATP supervision.3. Wash Mode (WM) driving. A facility shall be provided at the Depot entry point for “Trains leaving revenue service” to change to Depot operation mode. Signalled routes shall be interlocked against conflicting Train movements without compromising operational requirements.9.3 4.
the Train shall be driven manually to the visual indications provided in the cab and to the speed limits imposed by the ATP system. The ATO shall undertake all the actions that would be undertaken by a TO in order to drive the Train from Station to Station except for the following: (i) (ii) (iii) (iv) (v) (vi) 4.3. shall limit the Train speed while washing in fixed plant and for automatic coupling of Trains. deciding when the Train can start.3.5 Depot Shunt Modes In this mode. operation of the Emergency Brake switch. 4. and when AM is selected by the TO. the TO may use the Train driving controls to operate the Train on the revenue line. 83 . 188.8.131.52. a sub-mode of YM.10. While working in this mode.10. the Train shall be capable of being driven automatically using Train borne equipment. 4. In this mode.10. In this mode. observing all speed restrictions and signal stops and stopping Trains at stopping locations in Station platforms. the Train driving controls shall be operated within the speed limit for the Depot. verbal communication with passengers and with the control centre. in the forward direction.10.2 Automatic Mode Driving The Automatic Train Operation (ATO) function shall be active when ATP is active both on the Train and on the track.10. observing the cab indicators. up to a maximum speed determined to be safe for unsupervised driving.SIGNALLING AND TRAIN CONTROL Non-revenue Trains required to operate on the revenue line while commercial services are in operation shall be equipped with CATC equipment for CM and RM modes of driving. or automatically selected for test purposes.3 Deciding when it is safe to close the doors and operating the door closing control.6 Wash Mode (WM). 4. This mode shall be used for all movements within the nonautomatic areas of the Workshop and Depot. Coded Mode Driving The TO shall have the option to select the Coded Mode Driving after activating the ATP on the Train and on the track. and any other Non-ATO functions carried out by TO.4 Restricted Mode Driving Restricted Mode Driving shall be selected when ATP is not active on the Train or the track.
4. Transitions from ATO to ATP shall be possible all the time in order that the TO may have every opportunity to passover defective infrastructure and return to normal operation as soon as possible thereafter. Every mode transition shall be recorded in a non-volatile medium on the Train. (ii) 4. shall then automatically be transferred to the appropriate revenue line mode for driving. the equipment should be installed in Signalling Equipment Rooms (SER).1 Equipment General The CATC shall be arranged to minimize the amount of equipment that has to be accommodated in track-side apparatus housings.4.10. departure from service to the Depot: before a Train enters the Depot working limit.7 Mode Transitions Mode transition may be requested by the TO at any time when the Train is stationary.2 Standards The following standards shall apply to the Signalling and Train Control system. the Concessionaire shall provide a Risk Assessment for changes in the mode of driving to ensure inhibition of any reduction in safety.4. The following mode transitions shall be undertaken routinely and automatically: (i) Entry into service: when a Train enters the transfer berth between the Depot working limit and the revenue lines.MANUAL OF SPECIFICATIONS AND STANDARDS The Depot shall also provide facilities for testing all Trains routinely before they move out of the Depot into service. and while the Train is moving. 4. and BS EN 60529: Specification for degrees of moisture protection provided by enclosures (IP codes).4 4. (ii) (iii) 4. where applicable: (i) BS EN 50125 Part 1: Railway Applications: Environmental conditions for equipment. the Train shall be automatically tested in ATO mode and if successful. the Train operation shall automatically switch over to YM driving. Where mode transitions are required routinely they shall be initiated automatically.3. 4. and for undertaking other tests as required. Equipment on board Rolling Stock and Part 2: Railway Applications: Environmental conditions for fixed electrical installations.3 Local Control MMI / Video Display Unit A Signalling local control workstation shall be provided in the SCR of each 84 .
4. the Train-carried equipment shall meet the standards IEC 571: Electronic equipment used on rail vehicles.6 Cabling The Concessionaire shall provide Fire Retardant Low Smoke Zero Halogen (FRLSOH) cabling as a minimum in confined public areas.4. point setting. signal aspect. tunnels and 85 . Any failure of safety critical equipment. passenger Trains and on-line maintenance vehicles required to operate during commercial service shall be fitted with facilities for self verification of correct operation of the onboard CATC equipment and Train safety systems. with suitable precautions to ensure safety. and bi-direction control. Route setting. Train berthing facilities shall automatically open Train doors on the platform side. signal replacement. As soon as possible. the defective Train shall be removed from the revenue line.4 Train Equipment All Rolling Stock. When enabled from the OCC. to provide fallback control and indications of the Signalling arrangements associated with the area.4. Where applicable. Indications (i) (ii) (iii) (iv) Point correspondence and locking. and direction of operation.5 Power Supplies The Concessionaire shall ensure that the power supply system for the CATC functions reliably under any feeding arrangements that permit Trains to run.4. shall result in the Rolling Stock not being admitted to the revenue lines. When in AM mode. 4. the local control panel/video display unit shall provide the following functions: (a) Controls (i) (ii) (iii) (iv) (v) (b) Work-station enabled. In CM/AM modes an indication shall be given to the driver that the Train is correctly berthed and which side doors will have to be opened. as specified in the safety case. Track occupancy.SIGNALLING AND TRAIN CONTROL interlocked Station which enable the setting of routes and control points. and if a failure occurs in service the affected vehicles shall be taken out of revenue service at once. 4.
control or indication system. 4. information to utilize staff efficiently. The Concessionaire shall provide point mechanisms that are fit for the purpose of moving the switch rails to the required position promptly when required.4.MANUAL OF SPECIFICATIONS AND STANDARDS equipment rooms. and event recording. The point machines shall meet the following standards. The Train positions shall be determined with the accuracy required to meet the requirements in this specification relating to: (i) (ii) (iii) (iv) (v) (vi) Locking of points. prevention of over-speeding where a speed limit applies. 4. The Train detection equipment on the revenue line shall be fail-safe. The vehicle position detection equipment shall be highly reliable and shall meet the requirements for providing accurate information about the Train service to Users. 86 .8 Vehicle Position Detection The Concessionaire shall provide equipment for detecting the positions of Trains which is fit for its purpose according to the modes in which Trains may run at that location. prevention of collisions between Trains. The points shall be suitable for being moved and locked manually in the event of failure in the power. locking them (in cases where Trains pass over the points in the facing direction). where applicable: (i) (ii) BS 4575: Fluid power transmission and control systems. The failure rate of a point machine shall not be more than one failure in one million operations.7 Points Trains shall not pass over points in the facing direction unless the points are known to be set correctly and locked. and detecting in a fail-safe manner that the rails are positioned and locked properly. information to utilize staff efficiently. Outdoor cables shall be steel armored or equivalent. and EN 60204-1(1998): Safety of Machinery-Electrical Equipment of Machines. provision of accurate information about the Train service to Users.4. and for event recording.
Also if an additional state is provided for use during re-commissioning. with sufficiently detailed track occupancy information to assist staff at the track-side in joining Trains.4. the “disturbed” state shall be indicated to the OCC staff as well as the “occupied” and “unoccupied” states. If axle counters are used. 4. The resolution of the vehicle position detection system in places where Trains are coupled together shall be sufficient to provide the TSR in the OCC or Depot Controller in the DCC. 87 .9 Movement of Trains into Uncontrolled Area Concept of “Authorization push button” or other proven system may be used for movement of Trains into uncontrolled area. as appropriate.SIGNALLING AND TRAIN CONTROL The vehicle position detection equipment shall reliably detect not only Trains but any other rail vehicles that run from time to time. this shall be indicated to the OCC staff.
Chapter 5 Electric Power System .
5. Traction Power Supply Sub Stations and Auxiliary Power Supply Sub Stations shall be finalized by the Concessionaire in consultation with DISCOM.1.1 General This section lays down the standards for design and performance and general features of the High Voltage (HV) Electric Power System to be designed.7 5.8 5.1. The short circuit levels and load flow studies on the system during normal and abnormal working and failure conditions shall be determined and coordinated for his design of the Traction Sub-station equipment/Power distribution and RSS arrangements. The traction system should be sufficient to operate the Trains at designed speeds over the operating routes.1. The system shall be designed to meet the traffic and other functional requirements. constructed. The traction supply system shall use components and designs proven to be reliable in other similar metro systems. ratings and number of equipment proposed to be connected as determined by the Concessionaire through the engineering development.Chapter 5 Electric Power System 5.1. The electric power load to be connected shall comply with the AP TRANSCO/ DISCOM Regulations for electrical loads.4 5.1.9 91 . Third rail system shall be installed throughout the route and part of Depot area. A power supply network exclusively for the Rail System to which no other consumer connection is given.m of standing space with all seats occupied.2 5.1 5. The Concessionaire shall supply and commission the SCADA System equipment for the control and monitoring of each high voltage electrical power supply system switching and protection equipment and AP TRANSCO supplies. The capacities.1. Uninterrupted Power Supply (UPS) shall be provided as per requirements.1. This should include starting from stand still on the steepest grade under crush load of 8 persons per sq.3 5.6 5. shall be applied for and procured from the DISCOM.1. The system shall be so designed as to provide sufficient reserve whereby failure of any one electrical equipment does not lead to dislocation of supply warranting intervention.5 5. shall be demonstrated to the IE by simulation study and proper engineering for the services envisaged considering the possibility of equipment failures / malfunctioning. commissioned and operated by the Concessionaire for the Rail System.1. negotiating all gradients and curves.
5.1. or risk dangerous interactions with any other system.2 5.1.10 The traction system should not generate. Manual supervision of the HV network shall be by the Engineering Controller located at the OCC. All 33 kV cables shall have FRLS outer sheath. Transformers in receiving sub-station shall be provided with on load tap changer.184.108.40.206 5.5 Earthing and Bonding Earthing and bonding shall be provided for the electric power system 92 .2.1 5. System Overview The Concessionaire shall provide a SCADA System for the management of HV net works and BMS for LV networks.12 5.MANUAL OF SPECIFICATIONS AND STANDARDS 5. to the required voltage. Egress/fire evacuation measures shall be as per NFPA-130 edition. the SCADA system shall automatically reconfigure the arrangement of the networks. reconfiguration of the traction system shall be transparent to normal Train service operation. 5.13 5. Facilities/controls should be provided to manage and control safely the electric traction system in all foreseeable conditions. The Concessionaire shall operate and maintain the connections between AP TRANSCO Switching Station and the RSSs and the RSS structures and electric power system equipment. Concessionaire may use transformers in ASS and TSS with off load tap changers. The level of automatic reconfiguration will be as required considering the importance of power supply net work. HV Supplies (a) (b) High Voltage supply and Traction Sub Station power supply arrangements shall be finalized by the Concessionaire. During any loss of supplies. and fire detection and suppression shall be generally as per NBC-2005.3 220.127.116.11 5.4 LV Supplies HV Auxiliary Power Supply Systems shall be suitably transformed at each station.14 5. associated 33kV distribution cable network and DC traction section feeders via track cabins and disconnection switches. The Concessionaire shall develop the system with the approval of the local fire safety organization.1.2. The SCADA shall control and monitor receiving traction and auxiliary power sub-station.
3.7 Bunching of Trains The system shall permit operation allowing bunching of crush loaded Trains in an Emergency when headway may get reduced to 120 seconds. as follows: (i) (ii) Voltage: Uc +10% /-12.3 Harmonic Disturbance The total harmonic disturbance to AP TRANSCO – DISCOM HV distribution network shall not exceed the UK Engineering Council Recommendation G5/4. 5.6 Augmentation The system design shall permit augmentation by way of adding main power transformers and traction transformer rectifier sets.1 Design Criteria General Voltage Unbalance The overall supply voltage of electrical supplies taken by the Electrical Power system shall be in accordance with EN 50163.5%.1.4 Cables All HV power cables shall be XLPE insulated or equivalent. 5. duplicate and/or ring main cables shall be routed separately so that damage to one cable/route will not compromise performance and safety.3% Hertz.1. 5.2 Power Factor The overall power factor of electrical supplies taken by the Electrical Power system shall be in accordance with AP TRANSCO stipulations. 18.104.22.168.1. Control and Power cables shall be separated throughout the route. giving due consideration to energy conservation. All cabling and protection equipment shall also comply with the IEC/EN standards as a minimum requirement.ELECTRIC POWER SYSTEM 5. 5. All critical.3.1. 50 +/.3. 93 .3.1. The Concessionaire should ascertain actual variations in the recent past and should also provide suitable surge protection equipment/system. Where protection is required suitable ductwork shall be provided.3. in accordance with IEC 60332 – Part 3 and NFPA 130.3.5 HV Power Supplies The Electric Power supplied by AP TRANSCO shall generally be. where Uc is the nominal voltage.3 5.1 5. 5. In constrained areas FRLSOH cables shall be provided.1. and frequency.
8 Communication The Concessionaire shall arrange direct line voice and data communications facilities between the AP TRANSCO and the OCC to enable good management of the power supply to the metro system. based on micro-processor technology. capacity and configuration of the traction sub stations shall be decided by the Concessionaire in consultation with the IE to meet the overall reliability. 5. configured for redundant operation.1 5.3. IEC 60298.3.2 5. Traction Power System Traction supplies shall be distributed at 750V DC or as per design voltage in accordance with IEC 60850.3. Railway Applications – Supply Voltages of Traction Systems. 750V DC Stringer type of current collection systems shall be provided in Depot. availability and technical requirements. 5.2.2. Two transformers shall be provided in each ASS. They shall be distributed all along the line so as to be evenly loaded so that the line will not be subjected to voltage levels unacceptable to the Rolling Stock in the event of shut down of a TSS. 5.3.3.MANUAL OF SPECIFICATIONS AND STANDARDS 5.3. The Concessionaire shall ensure that discrimination between all forms of Station substation protection are such that equipment failures cause minimum disruption to the Rail System operation.3 Electrical Protection Systems Protection facilities with fast discrimination and reliable operation.3 5. The zones of protection shall overlap providing back-up protections. TSS may be installed for stations and one for the Depot.2 Switchgear HV switchgear shall be Gas Insulated Switchgear (GIS) in accordance with IEC 60056. The number.2 94 .3.3.3. shall provide the protection scheme logic. 5. IEC 60376.1. The scheme for protection shall be fully coordinated.3.2. IEC 66044-3.2. IEC 60517.4 An interlocking and protection scheme that prevents inadvertent or spurious re-energisation of the supply shall be ensured. 5. Traction sub-stations (TSS) shall be set up for feeding DC power supply as per design to the third rail.1 Auxiliary Supply Substations (ASS) Power Transformers Power Transformers shall be in accordance with EN 60076. IEC 60186. LV Switchgear shall be in accordance with EN 60439 – 1 and 60947-1/-/5.3.
EN 50122-1 and EN 50122-2. The third Rail and interface equipment shall be protected from switching surges and lightning strikes. Third Rail system and equipment with a proven history of service on similar Rail Systems shall be employed.3. Optimum number.4. Well designed sub-station buildings.1 Power Supply System Both the sources of supply and transmission and distribution networks shall be reliable.2 5. capacity and location of sub stations with minimum occupation of space at grade. Ability to re-start services as rapidly as possible after a total failure of traction current supply. including the Depot UPS shall be so designed as to support the system operations as per the operating plan. Control and monitoring of track circuit breakers provided for energizing the third rail shall be carried out from the ATS part of the OCC.4.ELECTRIC POWER SYSTEM 5. 5. It is necessary to obtain power. and the ability to restore supplies rapidly. with adequate redundancies built in.3 (c) (d) (e) 95 .3 Third Rail (a) (b) (c) The third rail design shall be in accordance with BS 7865.4. The Third rail conductor shall comply with international standards and shall have a continuous rating commensurate with power supply rating in still air at the highest maximum ambient temperature and solar radiation levels to be expected on the Rail System. at least one supply at high grid voltage of 220 or 132 or 66 kV from grid sub-stations.3. The design shall be based on the performance requirements and actual capabilities of the equipment to be supplied. Economy in traction energy consumption by regenerative braking. particularly to absorb a short-term overload caused by a large share of the Rolling Stock starting within a short period of time.4 5. Additionally. The power supply system. The system shall provide for: (a) (b) Integrity of traction and auxiliary power supplies. The third rail is designed so that in the event of a single failure of a mechanical element the system shall not cause a hazard and wherever practicable allow continued operation of the Rail System. (d) (e) (f) 5. This rating shall be achieved without exceeding the Third Rail conductor maximum temperature. OCC shall have the control to trigger an Emergency deenergizing of the entire line or a section there of.
security system. Standby Diesel Generator (DG) Sets Standby DG sets shall be provided at the Stations.5 UPS system shall be installed to support power supply loads for Depots.6 5.5. Failure of one traction sub-station.4.4. essential Station facilities as well as for supporting essential loads of all E&M equipment.1 SCADA System The main function of the Supervisory Control and Data Acquisition (SCADA) 96 . Power feed back from regenerative braking. They shall cater to the following: (i) (ii) (iii) (iv) (v) (vi) Essential lighting. System should be designed for ultimate capacity of operation. The UPS system shall provide high quality AC power to very essential loads under normal and abnormal utility voltage conditions. Abnormal power supply system configuration caused by out right failures of equipment including feeders.4.4. signalling & telecommunications. (g) (h) 5.5 5. circuit failures and failures of transformers and rectifiers. lift and escalator operations. even if one of the 132 kV or 220 kV supply fails. fire fighting system. Failure of one utility supply point/interface. 5. including power failure. 5.MANUAL OF SPECIFICATIONS AND STANDARDS (f) Capacity for future system extension without extensive alteration to the existing power supply systems and service interruption on the existing part of the Rail system. and 5.4 The power supply system shall be designed for normal operations and contingency operations.7 (vii) UPS loads. local operation from the substations and manual operation directly on the component. Switchgear and circuit breakers shall be able to operate on three levels: remote control from OCC. fare collection system. The following non-coincidental contingencies shall be assumed: (a) (b) (c) (d) (e) Worst case Train delays and Train bunching.
provision of Man Machine Interface (MMI) for operator monitoring and control. and individual control. process operator commands and perform the core SCADA functions.4 The OCC equipment shall comprise the Engineering Controller workstation. mimic panels Digital Light Processing (DLP) unit or other systems.5. sequence of control and time schedule control.5.7 97 . including traction transformer on-load tap changer. 5. Any change of state of an input shall be reported at the OCC within 4 seconds of the occurrence.5 5.ELECTRIC POWER SYSTEM System is to provide remote monitoring and control for the traction power supply system from Operations Control Center (OCC). conforming to the Specifications set out in this Manual. reconfiguration of the power supply system.5. (a) A central recording system shall be provided to record the following events. including: (i) (ii) (iii) (iv) AP TRANSCO bulk power supply feeders. malfunctions. RSS equipment status and switching. 5. The SCADA shall provide monitoring and both manual and automatic control of the power equipment.5. events designated as alarms . 5. including but not limited to: (i) (ii) Change of state of RTU input parameters. Any System reconfiguration time shall not exceed 10 seconds. The System shall monitor the entire Traction Power System and Auxiliary Power System and automatically reconfigure the equipment in the event of a failure or maintenance activities.5.5. so as not to affect safety or normal operation of the metro services.3 Data acquisition and processing from the Remote Terminal Unit (RTU). displaying the entire Traction Power System and Auxiliary Power System. The SCADA system shall record any events caused by faults.6 5. alarm processing.2 The functions provided by the SCADA shall include: (i) (ii) (iii) (iv) 5. Two hot-standby redundant servers shall acquire real time equipment status from the Remote Terminal Unit’s (RTU). warnings or alarm information generated automatically by the selected equipment. and metering.
etc.1. (ii) (iii) 5. and system generated messages. sorted and filtered.5.6.8 Sub-station Equipment An RTU shall be provided at each RSS and ASS sub-station to communicate with the central SCADA servers. equipment malfunction.. though not instant attention in order to minimize interruption of the normal operation of the metro services. Part 4-41.2 System Earthing Earthing and bonding equipment shall be embedded in the civil structures. control actions. 98 .5.1 5. Power Installations exceeding 1 kV AC. events shall be classified as: (i) Emergency – this type of fault shall require instant attention in order to minimize interruption of the normal operation of the metro services or the risk of injury to people. Events shall be given an order of priority to allow them to be classified. IEC 60364-4-41: Low voltage Electrical Installations. Subject to the requirements of the operations plan. For the event of loss of the OCC.MANUAL OF SPECIFICATIONS AND STANDARDS (iii) (iv) (v) (b) faults. line-side buildings shall be provided. e.6 5. The Concessionaire shall engineer the earthing system on the basis of safety for people against hazardous touch and step potential and fire hazards and in accordance with provisions of IEC-61936.6. and Non urgent – this type of fault shall be dealt with in a more convenient manner while more urgent events are dealt with first. 5. a fall-back arrangement shall be provided to enable the supervision of the entire Electric Power System.Protection for Safety against electrical shocks. This type of event shall not directly result in any degradation of the normal operation of the metro services. substations.g. A Local Control Panel shall be provided in each sub-station for the monitoring and control of all the equipment associated with a particular RTU. 5. Urgent – this type of fault shall require reasonably prompt. The RTU shall interface with the Remote Input/Output (RI/O) units of which the field equipment to be monitored or controlled are connected. System protective earthing for providing electrical safety at Stations.9 Depot Equipment Emergency vehicles capable of working under ATP shall be provided in Depots for faster and efficient response in the event of break down of power supply. and NFPA 130.
The conductance of Earth Systems and deep earth shall meet the criteria of Table 5. Railway Applications – Insulation co-ordination.3 The Earthing system shall conform to EN 50122-1.4. Depot and on-line equipment rooms.6. Railway ApplicationsFixed Installations. shall be connected to a common Structure Earth. providing redundant connections to Auxiliary Sub-station (ASS) at each station.6. depot and buildings Structure Earthing (Viaduct and tunnel) Earthing System conductance to deep earth 2.7. copper earth mats and connecting conductors shall be used.6.7 5. Table 5. connecting the Structure Earth mat/spike to the viaduct bus bar may be provided as aluminium.0 Siemens/Km 2.6. Protective Provisions Relating to Electrical Safety and Earthing and EN 50122-2.ELECTRIC POWER SYSTEM 5.7.4 At Stations and line-side structures.1 5. The Earthing System for Stations.0 Siemens/Km 0. Cable route diversification shall be provided.Railway Applications-Fixed Installations. handrails. Protective Provisions against the effects of stray currents caused by DC traction systems.1 Performance Specification Auxiliary Power Supply System The Concessionaire shall provide a 33 kV 3-Phase ring-main circuit within the Rail system infrastructure. approximately two beam lengths. slab-track bed.5 Structure Earthing System for viaduct sections of the track The equi-potential bonding of the metallic re-inforcing in stations and lineside buildings shall be connected to the associated Building Earth System specified in Chapter 11. Viaducts shall be sectionalized at. Down conductors fixed to viaduct columns.6.6 Insulation Coordination Equipment shall have insulation levels according to EN 50124.2 Siemens/Km 5. and the like.4 Earth System conductance Location Traction Substation Stations. 5. 5.1. 5. and the Bonding of metallic re-inforcing in viaduct structures. 99 . Depot and Line-side structures shall comply with the BS 7430 Code of Practice for Earthing.6.
5 5. Sections should be double end fed from Traction sub stations (TSS) except the sections towards a terminus which is single end fed. The ASS control panel fast acting protection equipment shall monitor the transformers and switchgear performance and immediately enable the isolation of defective equipment.2.3 100 . Transformer and rectifier shall conform to IEC 61000. Additional ASS shall be located at each maintenance Depot. Self-cooled. Number of cables required depends on power requirement. cast resin dry type transformerrectifier shall be provided for indoor application.MANUAL OF SPECIFICATIONS AND STANDARDS 5.3 5. DC cables of required voltage capacity shall be laid up to third rail and return current cables shall be connected to running rails. When located outside. From the TSS. Each TSS shall have transformer-rectifier sets of suitable capacity with provision for an additional set to be installed at a future date.7. Depot traction supply shall be isolated from main 5.2.2. Each ASS shall be supervised by the Engineering Controller at the OCC.7. via the SCADA System.1 5. EN 50327.2.7. Traction sub stations along with Auxiliary Sub-Stations (ASS) shall be located in the close vicinities or in the station building inside a room.7. Traction Power System Traction current shall be supplied to lines in sections.3 5. Each transformer and associated switchgear shall normally supply part of the ASS load and in the event of a failure or maintenance activities. in order to supply DC voltage as per design to the third rail.1.7.7. separated by gaps in conductor rails. record power consumption and maintain a log of events. TSSs shall be sized to accept suitable power over load (minimum 50%) for a duration of 2 hours. and to ensure uninterrupted power supply to Depot in non revenue hours when power block is availed on the main line.1.4 5.1. Traction Supply Arrangements in Depot In order to prevent leakage of return current to Depot area. it can be underground with safety features as per rules / regulations in force. Single phase XLPE insulated cables with minimum 400 mm sq.7. one transformer shall automatically assume the full load of the ASS.2.7.4 5.2 5.7. The SCADA System shall automatically re-configure the Auxiliary Power System during failure and maintenance activities alarm the Engineering Controller.2 Two ASS transformers shall step down the 33 kV 3-phase to 415 V 3-phase and 240 V 1-phase supplies. IEC 60146.7.2 5. copper conductor or equivalent or more as per design requirement shall be provided for transfer of power from TSS to third rail. EN 50328 and EN 50329.
ELECTRIC POWER SYSTEM
line supply by providing a separate traction sub-station for Depot area. Tracks of Depot area shall be isolated from main line through insulated rail joints. Remote controlled sectionalizing switches shall be provided to feed power from Depot TSS to mainline and vice versa in case of failure of TSS. Track Earthing Panels (TEP) shall be provided at suitable locations in case the rail potential exceeds the prescribed limit of highest touch potential in Depot, which is 60V as per EN 50122-1. In areas where leaky conditions exist, (eg. washing lines, pit wheel lathe, etc.) insulated rail joints shall be provided with power diodes or equivalent devices to bridge the insulated rail joint to facilitate passage of return current. Stringer type / 750V DC current collection system shall be provided in all Depots / workshops. 5.7.4 Traction Return Circuit The running rails shall be connected to the common Traction Power System Neutral at each traction sub-station to provide the traction current return path. Both tracks shall be bonded together at defined locations. Cross-bonding between tracks shall not compromise the broken rail detection provided by Signalling track circuitry. To limit the extent of conducted EMI, electrical connections with the guideway infrastructure metal reinforcements shall be connected to an Earth drainwire.
6.1 6.1.1 General Specification This Chapter lays down the standards and performance requirements for the communication systems to be designed, manufactured, installed, tested and commissioned by the Concessionaire for safe, efficient and reliable operation and maintenance of the systems, transmission mediums and cable routes for the Rail System. 6.1.2 Requirements (a) (b) The communication system shall support and facilitate the functioning of the Rail System. The communication system shall be modern. It should be demonstrated that the hardware and software offered and provided are reliable in the metro railway environment. The system shall provide safe, efficient and reliable operation. The system shall include: (i) (ii) (iii) (iv) (v) (vi) Train traffic control; features to supplement the signalling system; maintenance and Emergency control; Passenger Information System; exchange of managerial information; clock system;
(vii) Station Management System; (viii) Train-borne communication system; (ix) (x) data communication for signalling, SCADA, AFC etc; and uninterrupted power supply to maintain all essential SCADA functions at Stations and control center.
Operationally critical and safe working areas of the Rail System require back-up with alternative communications system being provided.
1. a Local Area Network (LAN) to Fast Ethernet standard shall be built for local data applications. 6. Clock System.6 The NMS functions shall include: (i) Alarm surveillance – monitoring the incoming high speed and low 106 .3 (v) 6.5 6. The DTS also needs to provide a bandwidth management to ensure sufficient transmission capacity for each application to function under all traffic circumstances on the DTS system. sub-station.1. Prompt action to control the flow of traffic when necessary.2. data circuits for the Closed Circuit Television System.1. a Network Management System (NMS) shall be provided to carry out: (a) (b) (c) Real-time monitoring and measurement of network status and performance. 6.1 6.1 Data Transmission System General The Data Transmission System (DTS) shall be the primary means of remote communications between OCC stations sub-station and the Depots. OCC and the Depot. Passenger Information Display System. Connections for each of the above named applications need to be fire walled between each other to provide the maximum security level.4 In each Station. therefore. The DTS shall provide voice and data communications circuits or bandwidth for the following systems but not limited to: (i) (ii) (iii) (iv) Channels for the Public Address System.2.2. Efficient and cost effective maintenance of the communication net work.1.2.2 6. Security System and the Station Management System. SCADA.1.2 6. data circuits for the radio system. At the OCC. The DTS shall provide sufficient bandwidth to cater for the data loading required at the present implementation stage and shall provide an additional spare bandwidth of at least 20% of the useable total bandwidth.2. AFC. circuits for the telephone system.1.MANUAL OF SPECIFICATIONS AND STANDARDS 6. the bandwidth provided by the DTS shall be matched to the loading required by the data speed of the subsystem’s interfaces. and other data circuits or Ethernet 10/100 ports as required. on which a number of other operationally critical systems rely and has to be highly reliable.2. Signalling.2. The DTS shall be STM-16 or other applicable transmission network systems to ITU-T standards and capable of transporting all of the user communication interfaces and.
two optical fiber cables running on separate tracks shall be installed.3 Fast Ethernet LAN Network (a) (b) A Fast Ethernet/Ethernet Switch shall be interfaced to the DTS to provide the necessary packet-switching based Ethernet interface.2 6.2.2. Further data hubs and routers shall be connected to the Fast Ethernet Switch to form the station LAN. 6.1. (c) 6. (iii) (iv) 6. voice circuits and data communications circuits or bandwidth shall be provided. System Description Fiber Backbone Network (a) To protect against a fiber cut or node failure.2 Data Transmission Equipment (a) (b) The DTS network shall be built on an optical backbone ring.1 (b) 6. At every location where the transmission system has to be dropped.COMMUNICATION SYSTEMS speed signals to activate and deactivate failure alarms.2.2. The workstation shall have a Graphical User Interface using pull-down 107 . (ii) performance monitoring and alarm recording – supervising all the network elements with respect to their operational status and performance on a real-time basis. one or several nodes shall provide the interfaces to the subsystems. thus providing cable path diversity.2.2. The subsystems shall be located at different locations along the line and shall be connected via transmission nodes to the optical transmission rings. and provisioning – allocating and administering equipment resources. 6. The whole optical backbone network shall form a closed ring with the cables terminating at fiber patch panels at each station and OCC.2.7 At least 20% spare capacity available at the time of system acceptance for future expansion of fiber network.2. failure management – carrying out performance measurement and fault diagnosis to provide the basis for any decision on whether any network control action should be taken.4 Network Management System (a) (b) An NMS workstation and logging printers shall be provided at OCC.2.2. The DTS shall be capable of expansion to utilize this spare bandwidth by addition of peripheral interfaces such as new nodes or additional channel cards at an existing node but without re-engineering of the overall system architecture.
1 6. the following timing sources: (i) (ii) An external GPS based timing reference. 6. 6. 6. Performance Specification The maximum traffic interruption time for any required service bit rates due to link.1 (b) (c) 6. The characteristics of single-mode optical fiber cable shall follow ITU-T G.3 6.4.2. (c) On-site local maintenance functions shall be possible by using a laptop PC.2. but not be limited to.MANUAL OF SPECIFICATIONS AND STANDARDS menus and icons for user-friendly manipulation of the NMS. 108 . flexible multiplexer.2. optical data modem and data modem. node or any other failure shall be less than 50 milliseconds.2 The absolute group delay at the frequency of minimum group delay should not exceed 600 microseconds taking into account the worst delay scenarios. and re-framing time required by PCM equipment including SDH equipment.2.4. from the clear of a failure to the completion of protection switching recovery (in case of reversion switching). It shall include time for protection switch completion time with the sequence of events below: (i) (ii) (iii) (iv) From the onset of a failure detection to the completion of protection switching.3.3.5 The DTS shall conform to the applicable ITU-T and IEEE standards and shall also fulfill the EMC standards EN55022 class A and EN50082-1. Technical Specification Fiber Backbone Network (a) Redundant single mode optical fiber cables between the Communications Equipment Rooms (CER) at each Station. from the activation of recovery command to the completion of protection switching recovery (in case of non-reversion switching).2.2. on-line equipment rooms and the OCC.4 6. shall be installed using separate physical routes. The optical fiber cables and the connectors shall follow IEC793 and IEC874.652.2.2. an incoming high speed STM interface.2 DTS Network (a) The transmission network equipment shall be capable of deriving the synchronization timing signals from.
782. The SDH equipment shall provide user-selection of synchronizing the outgoing STM signal in one of. The priority list and the synchronization source currently used by the equipment shall be retrievable via the operation/services interfaces. Engineering of the synchronization network plan shall ensure the normal functional operation and no voice performance degradation of the inter-telephone switch communication. that is. the equipment shall be capable of entering into holdover mode. the STM interface. but not be limited to. EI signal and the internal clock. When failures of synchronization at a source occur. The network element equipment shall be able to monitor all failed and normal synchronization source(s) and select the one available with the highest priority. The automatic re-configuration of synchronization source shall not cause any interruption or generation of errors in any low speed and high speed signals being transmitted by the network element equipment. The network element equipment shall support programmable prioritized synchronization source selection scheme covering all available synchronization sources.COMMUNICATION SYSTEMS (iii) (iv) (b) an incoming E1 signal carrying traffic with external synchronization interface. under the criteria as stipulated in ITU-T G. the equipment shall be able to select automatically a lower priority source to prevent loss of synchronization. The synchronization network shall be protected against single transmission network node/link failure. The network element equipment shall provide manual switchover to a (f) (g) (h) (i) (j) (k) (l) (m) (n) 109 . the following synchronization modes: (i) (ii) Internal Clock Mode. and incoming STM to outgoing STM signals. a single node/link failure shall not cause a complete loss of synchronization reference to any transmission network nodes. and an internal clock. The SDH transmission network equipment shall have the ability to switch to another timing reference if the selected timing reference is lost. (c) (d) (e) When all incoming timing reference is lost. The synchronization plan shall prevent repeated switchovers of synchronization sources automatically when intermittent / frequent failures occur in the clock sources. The priority of the synchronization sources from high to low shall be the GPS.
network data flow and traffic control. The NMS shall be synchronized with the timing of the master clock via a LAN interface using Network Time Protocol (NTP). Switching hubs and routers shall be used to connect the Fast Ethernet Switch (FES) to form the Station LAN. The characteristics of 50/125¼ multimode graded index optical fiber cable shall follow ITU-T G.651. etc.4 Network Management System (a) The Network Management System shall provide advanced Operations.3. (b) (c) (d) 6. Each DTS node shall provide operation interface for centralized network management at the NMS.MANUAL OF SPECIFICATIONS AND STANDARDS specific synchronization source irrespective of its priority in synchronization sources selection. 110 . Each DTS shall provide service interface for local network management via portable service terminal. The synchronized time information shall be displayed on slave clock units and provided to other interfacing systems via the Data Transmission System.4.2. GUI shall be provided for user-friendly operations.3 6. Administration.2. The characteristics of LAN and WAN cables shall follow ISO/IEC 8802-3.4. circuits configuration and mapping.1 Clock System General The Clock System shall provide synchronized time for the whole Rail system. (o) Facilities shall be provided at the network element equipment to monitor the performance of the derived synchronization timing signals and report the corresponding alarm conditions to the NMS. alarm and event reporting and printing. (b) (c) 6. (p) (q) 6.3 Fast Ethernet/Ethernet Network (a) Each of the Stations and OCC shall have a Fast Ethernet Switch (FES) to be interfaced with the Add Drop Multiplexer (ADM) to provide the necessary packet-switching based Ethernet interface. Maintenance and Provisioning (OAM&P) functions such as synchronous source configuration. Manual switchover to a failed synchronization source shall be prevented by the equipment. line and circuit protection switching. The time source shall be the Global Positioning System (GPS).
e.4.1. Network time synchronization over the data network shall be using NTP.2 6. Staff telephone services to be provided shall be divided into two types: (i) Private Automatic Branch Exchange (PABX) service for staff – this shall require the staff to dial the extension number to call the opposite party. as the common time source distributed throughout the Rail System.4. 6.3 Performance Specification (a) (b) (c) The free run accuracy of the master clock units shall never be more than 30 milliseconds different from the GPS reference. 6.2 System Description At each Communications Equipment Room(CER).3.1. The system shall have a minimum accuracy of 1 second a day when they do not receive signals from the master clock.4. The displayed time of all display clocks in the public area shall be to the minute.1 6.1 Display Clocks (a) The displayed time of all display clocks in the non-public area shall be to the second. type of clock. Number of clocks. with an accuracy of ±0. The display clock shall be provided at all important locations as a minimum requirement.3. and Direct Line Telephone (DLT) service for staff – mainly for controllers to call destination party using one-touch buttons on the telephone sets for faster access.4 6. (b) (c) 6. digital or analogue and mounting method shall be determined by the Concessionaire. a Station Master Clock Unit shall receive the time information from the DTS and shall convert it into synchronization pulses for the station slave clock units.3.1 6.1.3. Help points shall also be provided for Users and adequately displayed. i.3 Telephone System General The telephone system shall be provided to the staff working on Rail system. Each of the systems that requires synchronized time information shall be connected to the OCC or station LANs and obtain the information using the NTP. (ii) 111 . The system shall be able to support the required number of display clocks plus at least 20% spare capacity for each location..4.1s per 24 hours to the reference.COMMUNICATION SYSTEMS 6.
offices. it shall switch over to DC battery back up to support 2 hours of operation as minimum.2.2 6. System Description A highly reliable digital telephone main and satellite exchange system shall be installed to provide communications to digital and analogue telephone sets at the OCC-administration building-Depot workshops.6 6.4.7 6.1 6. retrieve and broadcast voice messages to and from this single message centre. system database.2.4.10 6. The main switch shall have interface with the central radio switch to handle the radio call patching function for the control superintendent (CS).4. A centralized voice mail system (CVMS) shall be provided and integrated with the switch to enable PABX users to leave.4.4.3 22.214.171.124.1. stations.2.5 6. the terminals. and major plant rooms in the OCC.1 6. depot.1. Performance Specification The telephone system shall conform to applicable ITU-T standards.8 6.4 112 . Surge protection shall be provided in each switch. A digital central voice recording system (CVRS) shall be provided in OCC to record all telephone conversations of all controllers in OCC.4.9 126.96.36.199.5 6. The main switch shall have connection to the public switched telephone network (PSTN).4. the Stations and the traction power substations.2. Locations to be equipped with telephone sets shall include control rooms.4.4 DLT service shall have higher grade of service than PABX service when calling between telephones switches. Satellite exchanges provide analogue and digital ports for the subscriber at the Stations.3 6.4. call centers and attendant consoles.4. The link between the main switch and the satellite switches shall be using digital trunk lines at E1 level or Ethernet IP. Technical Specification 6.2. The telephones at the substations shall be connected to the nearest Station or OCC Switch via the DTS system.2 6. On failure of AC mains.2. Normally each telephone system shall be powered by the AC mains from UPS.4.4 188.8.131.52. This shall allow pre-selected extensions to access the PSTN or vice versa. Depots and Stations.MANUAL OF SPECIFICATIONS AND STANDARDS 6. A network management computer with a workstation.4. logging printers and mass storage devices shall be provided in the network management room of OCC.
4 113 . escalator landings.5. At the OCC a DVR shall be provided to remotely record selected camera pictures from all stations. the Depot and Stations. At each station.5. CCTV control panels and monitors shall be provided to the SC.2 6.2 6. Traffic Controller (TC) in OCC. Pan/Tilt/Zoom (PTZ) cameras with variable focal length lens with adjustable orientation in both the vertical and horizontal directions.5 6.4. CS. DC. Control Superintendent (CS) in the OCC.1.1 System Description Two types of cameras shall be provided: (a) (b) Fixed cameras with fixed focal length lens and fixed orientation.5.2 Cameras shall be located at areas where monitoring for security. Station security services. supervision and maintenance functions for the entire telephone system. TC. safety and crowd control purposes is necessary. evacuation routes and cash transfer routes. inside elevators. and the Depot conditions. Closed Circuit Television General The closed circuit television (CCTV) System shall provide video surveillance and recording function for the operators to monitor each station.2. These shall include station platform areas.5. Depot Controller (DC) in Depot.1 6. in the ISF office at the Concourse. ticket gate areas.5.COMMUNICATION SYSTEMS 6. station security and PS to select and view camera pictures.1.when the Trains are stationary on the platforms. 6. Platform Supervisor (PS) in the Platform Supervisor Booth.2. a digital video recorder (DVR) shall be provided to locally record selected camera pictures.4. 6. The CVRS shall also have the facility to transfer the recorded audio to removable archive for long term storage.184.108.40.206 CVRS shall provide recording of telephone conversations of all controllers as well as the audio signals of the Emergency public address announcements made from OCC and all radio communication from OCC to stations and Trains.2. At the OCC.2 6.3 6. TO .4. 6.1 6.5.5. Operators with CCTV monitoring functions shall include: (a) (b) (c) (d) (e) (f) (g) Station Controller (SC) in the Station Control Room (SCR). entrances and exits. The network management computer shall provide control. help point areas. It shall be a digital system providing sufficient capacity for recording up to 3 days before overwritten.
The ASP shall be either a dedicated device. SCR and selected number of telephone subscriber by pre-recorded messages or verbally by a Controller. Performance Specification Equipment and cables shall be selected with the appropriate specification to engineer and build a CCTV system which meets the system performance standard.1 6.2. which interacts with the PA Control Module (PACM). 114 .6. shall have a pre-defined priority to which the system shall broadcast accordingly.1 (b) (c) (d) (e) 6.6 6. which fulfill the requirements specified as follows or shall be a client software installed in the SMS PC.2. The coverage areas shall include all the Depot entrances and level crossings. The announcements shall also be sent for broadcast on the Trains via the Radio System. and a music port from CD player for playing background music at the Stations shall be provided. The different broadcast sources which may be sent to the same PA zones.2. terminals and Depot shall be possible from OCC.6.6.1 6.6. The CS shall not only be able to select the Station as a whole for PA broadcast. Announcements to the PAS located at Stations. but a combination of Stations.3 6.5 The Depot CCTV System can be an integrated or stand alone system for the Depot controller to monitor and record the conditions in the Depot.6 220.127.116.11.3.1 6. 6. A Digital Voice Announcement System (DVAS) shall be provided for pre-recorded message announcement. System Description Station PAS (a) An Audio and Selection Panel (ASP) shall be provided at all SCRs and PSBs.5.5.MANUAL OF SPECIFICATIONS AND STANDARDS 6. All operational menus on screen shall be shown in English.2 OCC PAS (a) (b) An ASP for the Control Superintendent (CS) shall be provided to broadcast message to the selected stations or to all Trains. Audio input ports for broadcast from OCC.2 18.104.22.168.2 6. Public Address System General PAS shall allow the operators at Stations and OCC to make announcement to the Users while they are in the Station areas.1.
6.6.6. Performance Specification The Sound Pressure Level (SPL) of PA announcements shall be maintained between 10 and 15 dB above the ambient noise level.7 115 .6. The reference height of the measurement shall be between 1. This shall be measured with the automatic noise sensing equipment disabled. The peak SPL of the system shall not exceed 90 dB (A) ± 5 dB and the lowest value shall not fall below 70 dB (A).22.214.171.124.3 Depot PA system A stand alone or integrated PA system shall be provided for the Depot Controller (DC).2 and 2 m above floor level. The remaining 10% of areas with RASTI below 0.2.5 Interface to Radio and Telephone System All required interfaces to the Radio System and PABX system shall be provided to allow for selected user to make announcements on pre-defined zones from selected telephones and handheld radios.5 for 90% of areas. SC and OCC MMIs shall have the facility to record.2.3.3 6. 6. selection button and associated control cables of ASP.3.4 Pre-recorded Message Announcement and Recording (a) (b) A DVAS shall be provided for pre-recorded message announcement and recording. 6.6. matrix input and output.5 6. 126.96.36.199 6. preview and broadcast new messages on a real-time basis.6.4 6.1 6.3.3.000 Hz ±3 dB.6. Total hum level shall be at least 80 dB below full rated output.40 shall only be scattered uniformly among the Station areas and shall not form clusters of appreciable size. Total harmonic distortion of the whole system shall not exceed 3% at full rated output. The variations of SPL within a PA zone shall not exceed ±3 dB.2 6.3 6.3.2. (c) 6.3. and 300 to 8000 Hz at the Depot area. The intelligibility of all PA announcements shall achieve a minimum Rapid Speech Transmission Index (RASTI) of 0.6. power amplifier.6 At least 20% spare capacity shall be available at the time of system acceptance for future expansion of the DVAS. The Station Controller (SC) shall be able to activate broadcast of a minimum of two simultaneously pre-recorded message apart from making live announcement.COMMUNICATION SYSTEMS 6. The frequency response of the system shall be from 200 to 12.
1. DC and staff equipped with hand portable radio sets in the Depot areas for Depot security purpose. 116 . Fire resistant Low Smoke Zero Halogen cables shall be used to maintain the circuit integrity in case of fire.9 S/N ratio of the system shall be better than 40 dB.7 6.1 Radio System General The Radio System shall provide wireless voice and data communications channels to support the operational and maintenance requirements of the Rail System. Technical Specification General Requirements (a) The characteristics to be specified and the methods of measurement for the equipment shall be in accordance with IEC 268 Part 1 to 17 – Sound System Equipment. 6. Engineering Controller (EC) and O&M staff carrying hand-portable radio sets at the trackside. Control Superintendent (CS) in OCC and Users on the Trains (one-way announcement). Depot Controller (DC) and the TOs when the Trains are within the Depot areas. Wireless voice communications channels shall be provided between the following parties: (i) (ii) (iii) (iv) (v) (vi) Traffic Controller (TC) in OCC and the Train Operators (TO) for Train regulation purpose in the running lines. All PA equipment in equipment rooms shall be rack-mounted on equipment cabinets conforming to EIA 310-C. trackside and Depot areas.7. The processing and switching time contributed by the PA equipment shall be less than 250 milliseconds for any type of command.7.8 6.3 Wireless data communications channels shall be provided for the CS to send out visual messages to the display boards on the Trains (together with the central Passenger Information System (PIS) and Train borne communications system).188.8.131.52 6.1. and Between Operation and Maintenance (O&M) staff issued with handportable radio sets at stations.6. 6.7.3. All configuration data of the equipment shall be stored in non-volatile memory.184.108.40.206 6.3.1 (b) (c) (d) 6.MANUAL OF SPECIFICATIONS AND STANDARDS 6.1 6.
6 6.7 220.127.116.11 6.7. Depot operation. The TO shall also be able to initiate a radio call to the TC.7. TETRA system. the CS in OCC shall be able to make PA announcement or send visual messages respectively to the Trains via the Radio System. a Radio Dispatcher Workstation (RDW) shall be provided for the TC to make radio communications with the TO on the Trains.7. A Radio Control Panel (RCP) shall be provided for the TC as a fallback means to make radio calls to communicate with the TO in case the RDW fails. fast call setup.2.7. The CS shall be provided with a suitable radio control panel.7.COMMUNICATION SYSTEMS 6. The TC shall be able to call a particular Train. Through the central PA System and central PIS.2.7..2 6.2 6. 6. All radio communications (including private calls) between controllers in OCC and the DC in the Depot with other radio users shall be recorded by the Central Voice Recording System (CVRS) of the Telephone System located in the equipment room in OCC.9 6. O&M staff carrying hand-portable radio sets shall be able to communicate with one another or with the EC and DC on a talk group basis.2. In case the linkage between the OCC and stations fail. other proven digital radio systems) offering high reliability.10 6. and operation and maintenance (O&M).3 At the OCC.4 The signalling system shall provide the transmission of the status of the operation of the Emergency Brake on the Trains to OCC through signalling and radio.2. RCPs shall also be provided to the CC in OCC and the DC in the Depot for the two controllers to make radio communications using the respective talk group. System Description The Radio System shall be a digital trunk radio system (e.8 6.7.5 6. message display on Trains. It shall support both voice and data communications.2.7. Transmission made in one talk group shall be repeated to all radio users who have selected the same talk group. Radio channels shall be assigned for different functions including: (i) (ii) (iii) (iv) Train PA broadcast.2.g.7.1 18.104.22.168. a group of Trains. flexible call configuration and dynamic channel assignment to efficiently utilize the radio channels.1.2. or all Trains.2.7. or the Central Radio 6.11 117 .2.
3 6. When there is an Emergency incident. normal and Emergency. The grade of service shall be better than 3% of average system access delay of 3 s. the Radio System shall be able to operate in a local repeat mode within the coverage zone of the base station.8 118 .7.3 6.7.4 6. the measurement shall be made inside the Train saloon at the centerline with the Train running at the maximum speed. The uplink signal strength shall be measured providing a mobile transmitter source with vertical polarization located at 1.3.6 6.2 kBits/s.12 On the Trains. normal priority radio calls shall be established. Performance Specification The downlink signal strength shall be measured using a standard 0 dBm dipole antenna with vertical polarization located at 1. During normal Train regulation.2 m above the floor level. viz.7.3.2. the transmitter source shall be located inside the Train saloon at the centerline with the Train running at the maximum speed.7.7. the TO and TC shall be able to make Emergency radio call which shall have a higher priority in channel allocation. Radio calls between the TC and TO shall have two priorities.MANUAL OF SPECIFICATIONS AND STANDARDS Equipment fails.2. The mobile transceiver shall be further connected to the Train borne PA system and Train borne PIDS to facilitate OCC to send out Train borne PA announcements.3. The call setup time shall be better than 0.5 6.7. The required signal strength for 95% of the time measured at 95% of coverage area for any interval of 100 m for trackside coverage and any 40 m path for Station and Depot coverage shall be better than – 97 dBm. A maintenance terminal shall be provided in the equipment room in OCC for equipment configuration and alarm monitoring. 6. The measurement shall be made at the point of interconnection to the base station receiver.3.2 6.3. a mobile transceiver. an antenna and a Train Cab Communications Panel for the TO shall be provided.7. The required signal strength for 95% of the time measured at 95% of coverage area for any interval of 100 m for trackside coverage and any 40 m path for Station and Depot coverage shall be better than – 97 dBm. 6.1 6. Four combined channels (one carrier) shall provide a max of 28. transmit power +30 dBm.7.2 s. For trackside coverage.7 6.3.8 kBits/s data transmission capacity.22.214.171.124 s.3.13 6. For trackside coverage. The response time on the screen of the workstation shall be better than 0.3. The data transmission rate of the radio channel shall be a data rate of 7.2 m above the floor level. Emergency calls received shall cause the RDW to produce a flashing indication and a special audible alarm signal.
allow individual and sequence of control.3 6.7. there must also be an option of manually keying the Train service ID which is to be used as a back-up in case there is a failure of the automatic interface. where required.4 At each Station. The Train service ID is required to be routed to radio system from ATC system directly or via VCC. LCX cables to be provided.9 Different types of radio calls shall have different priorities. The cables shall not exhibit frequency selective properties with which signals of some frequency bands cannot pass through.4. time schedule control.1.7.8. The information shall be displayed on the MMI of the Controllers RDW together with the corresponding Train Service ID for the attention of the TO. Technical Specification A Train service ID is generated when the Train enters the main line track from the Depot.1.4 6.8.3 6.7. alarm/event handling and processing.4. status monitoring and failure alarm of Station based E&M facilities into a computer based system. provide Man Machine Interface (MMI) for operator monitoring and control.8.2 6.1.8. However.3. and automatic control functions. The application of the Emergency Brake on a Train by the TO shall also activate a status transmission to the Signalling System. The priority of different types of calls shall be user configurable using the maintenance terminal in OCC.8.2 6.COMMUNICATION SYSTEMS 6. 6. shall be of the wide band type sufficient to accommodate all the necessary services in the railway. 119 .1 6. Station Management System General The Station Management System (SMS) shall integrate the control.1 6. The SMS shall interface between system-wide facilities for the provision of data required to assist in the management of a Station. The SMS data transmitted to the OCC shall enable the central management of the transit system during normal and abnormal working.7. The basic functions required for the SMS shall be as follows: (i) (ii) (iii) (iv) (v) (vi) Acquisition and processing from the remote terminal unit (RTU).8 6.1 6. the Concessionaire shall provide SMS operator workstations and consoles at the Station Control Room (SCR) for the Station Controller (SC) and a maintenance workstation at the Station Computer Room for the maintenance team.1. be radiated or received.7.4.
120 .1 6.8.8. hard disk storages.2 6.3 6.1 Performance Specification Each RTU shall be sufficiently equipped with input/output points including a 30% spare capacity. Fire Alarm Panels (FAPs). 6.8. The workstations shall be capable of controlling and monitoring the following operationally critical systems: Status alarms for Emergency and essential power supply.8. equipment room and security system illegal entries. communication links/ports and I/O points. Field RTU shall be used to provide direct hardwire input and output channels.2.8.1. backup control of the SMS servers. the PLCs (Programming Logic Controllers) and the FEP (Front End Processor).1.8.9 126.96.36.199.1. (d) 6. processor power.8.8. System Description Station Equipment A dual Ethernet LAN shall be provided for the communication between the SMS Servers. lighting. AFC system. escalators. the operator workstations.5 The SMS operator workstation shall be capable of controlling and monitoring the fixed Station E&M equipment. a Maintenance Workstation shall be provided for software maintenance.3.8 At least 20% spare capacity available at the time of system acceptance shall be provided for future expansion of memory storages. A router shall be provided for interface between the OCC dual Ethernet LAN and the backbone transmission network to enable communications among the SMS servers and the OCC operator workstations for the exchange of necessary information.6 6.MANUAL OF SPECIFICATIONS AND STANDARDS 6.7 6. 6.2 OCC Equipment (a) (b) (c) One set of single screened operator workstation shall be provided for Control Superintendent for monitoring only. and backup control and status monitoring of the connected E and M equipment. The network loading shall not exceed 80% at any time during normal operations. A dual Ethernet LAN shall be provided for the communication between the SMS operator workstations and the router. At OCC. The SMS Servers provided shall be able to handle all required input/output points including a 30% spare capacity. At Station Computer Room.1. SMS operator workstations and consoles for Engineering Controller and monitoring by the Control Superintendent shall be provided.2.
4.8.4. either through hardwired or serial/LAN interfaces.1 (b) 6. warnings or alarm information generated automatically by the selected equipment. control actions. 6. efficient and effective means of remote monitoring and controlling the operation of the Rail system. The SMS shall provide sufficient maintenance related information to the designated maintenance centre. and (vii) events shall be given an order of priority to allow events to be classified.8. faults.8.g.COMMUNICATION SYSTEMS 6..8. Technical Specification General Requirements (a) The SMS shall be designed. 6.4 6. including but not limited to: (i) (ii) (iii) (iv) (v) (vi) Change of state of remote terminal unit input parameters. Subject to the requirements of the operations plan as reviewed by the IE.2 Specific Functions Requirements The SMS shall receive Train approaching information for each platform and the Train ID of a berthed Train for each platform from the Signalling System and shall trigger the appropriate public address announcement and Passenger Information Display automatically. events shall be classified as: (i) Emergency – for instant attention in order to minimize safety hazards and interruption of the normal operation of the initial system or the risk of injury to personnel or Users.3. sorted and filtered. installed and commissioned to provide a safe.2 Any change of state of a digital input point received from the interfacing systems. equipment malfunction.8. malfunctions. etc.3. A central recording system shall be provided to record the following events. events designated as alarms. (ii) Urgent – for reasonably prompt.8. though not instant attention 121 .4. change in the SMS workstation configuration. system generated messages. manufactured.3 6. Any control command shall be dispatched from the RTU interface within 5 seconds after the operator’s last key stroke operation. shall be reported at the operator MMI screen within 5 seconds of its occurrence. e.3 Event Records (a) The SMS shall record any events caused by faults.
It shall be possible to modify the access security features only from the highest access level.8. The action of all login and log-out operations of 122 . (b) (c) 6. this shall be achieved together with all the associated events. An automatic alarm shall be triggered in the event that the accumulated data and software is stored for more than a pre-defined period without being backed up. When the all-encompassing event is either cancelled or acknowledged.8. The nature of all audible alarms shall be accompanied with a corresponding message. Access codes shall be granted to individual persons based upon their task and responsibilities. then the SMS workstations shall be capable of displaying either all such events or only the most important event. all the associated events shall still be recorded with the most all-encompassing event. The historical data storage system shall index the storage media to enable rapid retrieval of data by date and time and be capable of event searches based on selectable criteria. Provision shall be made to automatically provide the corresponding station diagram by clicking the alarm line. In the event that a particular incident gives rise to numerous SMS events.4. which is presented on the workstation display.4 Archive and Evaluation System (a) A bulk data and software archive system with removable storage media facilities shall be provided at the OCC for the historical storage of database records. (c) 6.4. In case the most allencompassing event is chosen to be displayed.5 Alarms (a) (b) Audible alarms shall be provided to alert the operator to a problem requiring immediate action or attention. (c) (d) 6. In the event of multiple events initiating audible alarms. (b) All data messages transmitted through the SMS network shall be tagged with the time and shall be sorted and logged in time tagged order on the central database.MANUAL OF SPECIFICATIONS AND STANDARDS in order to minimize interruption of the normal operation of the initial system.6 Access right (a) (b) Access to the SMS shall be controlled.8. only one alarm shall be broadcast at any time. providing details of the alarm.4. and (iii) Non-urgent – event not directly resulting in degradation of the normal operation of the initial system.
9 Equipment Requirements (a) The SMS configuration shall be designed to achieve very high system availability and to ensure that any single point failure of SMS equipment shall not cause a reduction in SMS performance.8.4. The SMS equipment shall be fully protected against the effects due to lightening strikes in accordance with the requirements of any of the internationally recognized standards set out in paragraph 1. a corresponding message shall be displayed on the appropriate workstations as an SMS alarm. 6.4. protecting any critical equipment.COMMUNICATION SYSTEMS the SMS. together with a rapid response by the SMS to control inputs. time and the user’s security access code as an event record. as well as any configuration changes to the system. within 4 seconds of its occurrence. shall be recorded by date. condition monitoring etc.8. (b) (c) (d) 188.8.131.52 Response Times (a) The display of each process element shall require rapid updates of the workstation displays of the status and event data. In the event of any failure or malfunction of a remote terminal unit. The SMS shall be designed to accommodate future expansions of the Initial System and also to incorporate additional functions and facilities. (b) (c) (d) 123 . The status of any circuit breaker trip. No event to be registered on a display shall take longer than 5 seconds for urgent alarms and 3 seconds for Emergency alarms.3. which may also be necessary in the future. An SMS interface to the device shall be provided. 6. shall also be identified on the workstations and recorded in the event record. Updating of displays shall ensure that no displayed data shall be more than 30 seconds old.1.8 Fault Locators There are two types of fault locators. viz Single and Two-value fault locators. interface input/output ports. All SMS equipment shall be fully protected against the effects of power supply surges and transients. Activation of a control command shall reach any critical systems in no more than 4 seconds. The display of non-urgent events shall take no more than 10 seconds after the occurrence. The normal operation of all the remote terminal units shall be verified by the SMS at intervals not exceeding 30 seconds. such as additional data storage..
9.9. The Central PIS Controller will also interface with the Radio System to send out messages to the Trains. a Central PIS Controller and Workstation shall be provided for handling central message input and dispatch. 6. Display boards shall be located in station public areas such as platforms. the Depot Controller (DC) in OCC. The messages from the OCC shall be sent to the stations via the Data Transmission System.9. special operating messages such as informing Users about Train service delay.2 6. the Engineering Controller (EC) in OCC.3 184.108.40.206 6. the Train Controller (TC) in OCC.2 (ii) (iii) 6.2. and (vii) a Commercial Information Workstation (CIW).9.1 System Description Messages to Stations shall be sent from seven different sources: (i) (ii) (iii) (iv) (v) (vi) The Station Controller (SC) in Stations.2. and emergency messages such as Station evacuation when there are hazardous conditions in the Station.MANUAL OF SPECIFICATIONS AND STANDARDS 6.2 At the OCC. 6.9. 6. from the signalling system interface.5 124 . A PIS client software shall be integrated into the Station Management System (SMS) Workstation to be inter working with the SPC.9 6. above ticket gates and at the entrances.1 6.1 Passenger Information System General Passenger Information System (PIS) shall allow the operators to send visual messages to the Users while they are in the Stations. or reminder messages to make Users aware of proper and safe procedures.2. These messages shall fall into the following categories: (i) Normal operating messages related to Train arrival and departure.9.1. The CS shall make use of this Central PIS Workstation to select pre-defined messages or type in instant messages for sending out to selected stations or to Trains (option).9. the control shall be via the Station PIS Controller (SPC).2.2. the Control Superintendent (CS) in OCC. At stations. which shall be an optional requirement.1. This shall provide PIS functions for the SC to carry out the necessary operations.
6.3 6.10. Train arrival information and pass through warning at the stations shall be automatically displayed on the corresponding platform display boards without operator intervention. as well as be suitable for the environment and installation inside the stations. 125 .9.5 s.9.1 Train borne Communication System General The Train borne Communications System shall provide the following audio and visual communications facilities on the Trains: (i) One-way announcement from the TO to the Users – using the Train borne Public Address System (PAS).9.3.6 Display boards shall fulfill the viewing conditions.9. The display boards shall meet the following minimum specification and shall be clearly visible on elevated station platforms: (i) Viewing angle : 160 degrees (horizontal and vertical). then high brightness LED Boards with visibility up to 45 m need to be provided. The display of this information shall be simultaneous with the PA system broadcast of the same. and : 500C.9. in case the visibility and temperature requirements cannot be met with above specifications. Technical Specification In case of Platforms.2. The central PIS workstation and the commercial information workstation shall have a user-friendly graphical Man Machine Interface (MMI) for the operators to perform the required PIS operations.9.10 6.3.4 6.1. with viewing angle of ± 40 degrees.4 (ii) brightness (iii) contrast` (iv) ambient temperature 6. Pre-stored messages shall have normal and Emergency priorities.3.COMMUNICATION SYSTEMS 6.3 6.9. The boards and corresponding software shall support English and Telugu languages.9.10.3. This shall be done by the PIS controller interfacing with the Signalling System to obtain the Train arrival information. Messages from different controllers shall also have different priorities.5 6.3.2 6. : 1000:1 or better.1 6. Performance Specification Messages displayed on the Display boards shall be capable of being read by persons with normal sight from defined locations in a station or on a Train. : 1000 cd/m² or better.1 6. The message transfer completion time defined as the interval between the operators clicking the “Send” button to the display of the message on the display boards shall be less than 1.
System Description The Train Cab Communications Panel (TCCP) on the driving cab console shall enable the TO to make radio calls.10. The TCCP shall be equipped with a handset. 6.MANUAL OF SPECIFICATIONS AND STANDARDS (ii) (iii) (iv) (v) (vi) visual text messages from the TO to the Users – using the Train borne Passenger Information System (PIS) (option).3 6. answer calls from the PIC and carry out intercom call with the opposite cab. initiate recorded audio announcement and visual messages. It may also be used to display commercial advertisements in the form of full motion video.2. 6.10.3 6.10.2. Performance Specification The performance specification for the Train borne PA system shall be: (i) (ii) Sound Pressure Level (SPL): 9 dB ± 1 dB above the ambient noise level measured between 1m and 2m above the floor level.1 126 . news headlines and the like which may be of User interest.10. -3dB).2 The Train borne PIS may also be used to display weather information.4 6.10. as well as be suitable for the environment and installation inside the Trains. two-way conversation between the TO and the Traffic Controller (TC) in OCC – using the Train borne mobile radio unit. a monitor speaker.2.10. key-in pre-recorded text messages. and (viii) two-way conversation between the front and the rear cabs. selection buttons and a visual display. Display boards for the Train borne PIS shall be of the LCD type or other alternatives which shall fulfill the viewing conditions. PIC units are provided to allow Users to call the TO for assistance. Noise sensors shall also be provided in the Train saloon to detect the level of the ambient noise level and send the value to the CCU (Central Control Unit) to regulate the output of the amplifiers so that the resulting sound level of the announcement shall be able to maintain at an intelligible and comfortable level. together with the Central PIS and the Radio System (option).2. two-way conversation between the TO and Users – using the Passenger Intercommunications (PIC) Unit. two-way conversation between the TO and the Depot Controller in the Depot – using the Train borne mobile radio unit. Train PA broadcast.3.1 6.2 6. (vii) visual text messages from the CS in OCC to the Users – using the Train borne PIS.10.2 6.10.1. frequency response: 300 Hz to 7 KHz (0. one-way announcement from the Control Superintendent (CS) in OCC to the Users – using the Train borne PAS and the Radio System.
it shall be made through the PA system only in the Train car in which the PIC call request is made. Technical Specification For different types of communications functions on the Trains priorities shall be fixed at the initial stage of the engineering and the system designed accordingly. 6. When the TO answers a PIC call from a User.8 6. When the Train starts service.4.10.11 Train borne communications equipment which will be visible to the Users shall match aesthetically with the interior engineering of the Train saloon.3 6.4.10. When a PIC request is made from a User.5 6.9 220.127.116.11.4.10. the identification number of the corresponding PIC shall be displayed on the TCCP and the door lamp outside the Train corresponding to the location of that PIC shall light accordingly.10.7 18.104.22.168. the driver shall enter the Train Service ID into his radio unit to allow the Central Radio System to identify the selected Trains during OCC or Depot to Trains radio communications.10.4.4. pre-recorded messages selected by the TO shall be able to be sent out simultaneously in both audio and visual forms. The TO may make audio announcement and send visual text messages to Users on the Train using the TCCP.4 6.4 6.10 Commercial advertisement to be displayed on the display units in the Train saloon shall be loaded into the VCC using removable media. speakers and the display boards.10. the PIC unit shall only be able to be reset by staff carrying the reset keys to terminate the communication path between the Train cab and PIC unit.COMMUNICATION SYSTEMS (iii) (iv) 6.2 6.4. Whenever the TO applies the Emergency Brake.10. If required.10. and signal to noise ratio: > 60 dB. 6. as would be required acting in accordance with Good Industry Practice.1 distortion: < 1% at 1 KHz. 127 . The Train borne Communications System shall be equipped with the capacity for the expansion of the Train fleet of the Design year.6 6. the status shall be sent via the radio system and the signalling system to the OCC.4. or in just any one form. without any modifications.10. This shall include PIC. Each piece of pre-recorded audio and visual messages to be sent out to the Train saloons shall be in both English and Telugu languages. After handling the PIC call.10. Visual text messages can be a message instantly key-in by the TO on the TCCP or a pre-recorded message selected from the TCCP.
1 Office Automation and Information Technology General The Office Automation (OA) System shall provide the network infrastructure for the operators and other administration/maintenance staff to handle office administrative works. 6. 128 . temperature and electromagnetic conditions that will be experienced on the Trains. OA/IT PCs and printers to be required for administration works of the Rail System are to be defined and provided. IT servers.11.2 System Description All the OA servers. 6.11 6.MANUAL OF SPECIFICATIONS AND STANDARDS Train borne equipment shall be able to withstand the vibration.11.
Chapter 7 Automatic Fare Collection System .
capable of issuing single/multiple journey tickets.1 General This section lays down the standards and performance requirements for the Automatic Fare Collection (AFC) System to be designed.2. and maintain. fare vending equipment and controlling gates shall be such as to reflect the logical sequence a User is required to follow to use the system allowing sufficient queuing space at the time of peak patronage.2 7. state-of-the-art design.1.2. The Concessionaire shall identify the start of the operating day in the Operation and Maintenance Plan. For this purpose an operating day starts from a parameterized number of hours after midnight.7 7. in keeping with the design of the Rail system architecture and technology. amenable for quick fare changes and requiring less man power. commissioned and operated.1 7. easy on accounting facilities.8 7.1 (b) 131 .1 7.1. The SC shall include the power and data communication links to each 7. and extends through 24 hours.9 7. installed.1.1. Technical Requirements Station Computer (SC) Description (a) Station Computer (SC) shall enable the overall control and monitoring of each item of AFC equipment within the Station and transfer of data to the Central Computer (CC). The system shall be simple. The AFC system at all stations shall have entry and exit gates to control User flow and validate their tickets. AFC System shall be engineered for the patronage forecasts of the Design Year of 2041.4 7. The operating features of the system shall be fully parameterized.1.2 7.1. easy to use/operate.1. signages.5 7.Chapter 7 Automatic Fare Collection System 7. The contactless ticket media (smart cards and single journey ticket) shall be to ISO/IEC 14443 standard. The layout of the fare collection area covering information panels. The system shall support overnight operation for Users who enter the system before midnight and exit the following day after midnight.6 7.3 22.214.171.124. The AFC system shall be of modern.
The barriers shall meet local public safety requirements and be aesthetically merged with station engineering. (b) 132 . An Emergency push button independent of the SC shall be provided in each ticket booth.2 Features to be provided (a) In the event of a total power failure to the gates.2. taken out of service and initiated etc.) without the requirement for communication with the CC. In the event of loss of communication with the CC. end flaps or other configuration. If there is loss of communication between the SC and AFC equipment (Gates. All latch gates shall automatically unlatch where electric locks are installed.2. barriers shall be provided to separate paid and unpaid areas of the concourse. The SC shall be able to download data to the AFC machines individually or as groups.2. The use of tripod or turnstile type gates is not acceptable. TOM etc.2 7. (d) (e) (f) (g) (h) 7.) shall store data up to seven days for transmission when SC communication is restored. the SC shall utilize the most recent operational data received from the CC and shall be capable of storing at least thirty days of transaction data.2. The SC shall receive maintenance data from AFC equipment and transmit the same to CC for monitoring and use of the same as an effective maintenance tool. All AFC gates shall open whenever the concourse operating mode is in Emergency. (c) It shall enable printing of reports at stations.2. The reports shall include accounting and statistical information and any other reports required for AFC operation.2. AFC equipment (Gates. (b) 7.1 GATE Gate Design (a) Gate arrays may be bi-parting leaves. The SC shall be able to monitor certain critical functions of the AFC system and collect data for warnings and alarms. Where required.) then the equipment shall operate in stand-alone mode utilizing the most recent data from the SC. centre flaps. 7.1. The gate shall be capable of operating either in normally open or normally closed mode. TOM etc. the gates shall open to allow unrestricted User access.2 Equipment Control The SC shall enable all AFC equipment control (put in service.MANUAL OF SPECIFICATIONS AND STANDARDS item of AFC equipment and CC system interface.
The degree of protection provided by the enclosure against dust. if any). as defined by British Standards.126.96.36.199. The display and Contactless Smart Card (CSC) reader associated with each gate shall be grouped such that they bias the User towards the aisle through which the User should pass.2.2 (b).5 Tail Gating Prevention: Minimum distance for detection shall be less than 200 mm and methodology shall be in accordance with that being used in AFC operations. and intrusion of foreign objects shall meet or exceed the standard IP54 (IP43 for token acceptor slot.2.6 133 . with equipment for validating fare deduction.2.3 Types of Gates (a) User Entry Gate The User entry gate shall control the entry of Users into the paid area by validating the fare media. splashing. (d) Disabled Users Gate. Further the manual gate required to be provided as per 7.2.AUTOMATIC FARE COLLECTION SYSTEM (c) The engineering of the gate arrays should be such that the User uses the reader placed on the right hand side while passing through the gate.2. finished to conform to the architectural requirements of the Station. 7. In case of Emergency.3 (e). Wide reversible gates shall control the entry and exit of disabled Users. 7. may be used in Emergency. 7.2. Environment: It shall be operational at ambient temperatures from 0 to +50 degrees Celsius. All gates listed above are AFC gates.4 Gate Enclosure (a) (b) The gate enclosure shall be of stainless steel. (c) User Reversible Gate The User reversible gate shall be capable of being switched by the Station computer from entry mode to exit mode and vice-versa depending on the operational requirements of User flow. the Emergency gates are to be used as detailed in 7.2. (b) User Exit Gate The User exit gate shall control the exit from the paid area by validating the fare media. (e) Staff / Emergency Gate It is normally situated adjacent to the ticket office and is kept open during Emergency situations. 7.2.
2 The TVMs shall be made from stainless steel and shall be freestanding or recessed into the walls of the TVM rooms as required by the Station architecture. Separate tamper-proof coin boxes and note vaults shall be provided.3. and refund. 7. (v) (vi) 7.5 7.2. allow Users to add value to stored value tickets at any time in the life of the ticket.2. It shall produce network-wide revenue and traffic data and monitor the performance of all AFC equipment. cancellation. accept payment in the form of bank notes. analyze tickets.MANUAL OF SPECIFICATIONS AND STANDARDS 7.2. surcharge.3 Ticket Office Machine (TOM) The TOM shall be installed at the ticket counter at all Stations and shall be operated by the staff 7. CSC and transaction information received from the Station Computer Systems.2. and through the bank note reader.1 The TOM function shall include: (i) (ii) (iii) (iv) Sale of all kinds of tickets. which minimizes the number of times the Station staff need to replenish the machines with change.2. The CCS shall generate the necessary management reports from the Single journey ticket. coins and credit / debit cards and interact with the Users via a touch screen display and receipt printer.5.4 7. add value to CSCs. allow Users to check the value of stored value tickets at any time in the life of the ticket.2. 7.4. Central Computer System A Central Computer (CC) System shall collect and analyze information received from the station computers.1 Ticket Vending Machine (TVM) The TVMs should be designed to perform the following functions: (i) (ii) (iii) (iv) Enable Users to purchase tickets for a single journey on the Rail system. accept notes inserted in any orientation (any way up or round) and provide change via a coin re-circulating mechanism. enable Users to abort a transaction before a token/ticket issue cycle has commenced through the use of reject button provided in the TVMs.1 7.4. replacement.188.8.131.52 134 .
Configuration Data (CD).6 7. Return Journey Ticket (RJT). period pass. Blacklisted tickets shall be rejected by the AFC Gates.6.1 (vii) other ticket types as defined by the IE. the following types of tickets: (i) (ii) (iii) (iv) (v) (vi) Single Journey Ticket (SJT). The blacklist shall be manually entered or derived from the CCH interface. 7. daily pass. stored value (at least 16 configurable types). Tickets Types of Tickets (a) The system shall provide.5. Choice of SJT media shall take financial and usage constraints into account.4 7.2.6. AFC device software and fare table information to each SC from where they shall be distributed to the Station AFC equipment.5. (b) Other Media (for Single Journey Tickets).) ISO 14443. staff / employee pass.8 7.2. Employee Pass etc.7 184.108.40.206 Ticket Media (a) CSC (for Stored Value. The CC shall be located in a dedicated computer room in the administration building or Operations Control Centre (OCC). The CC shall communicate with the Central Clearing House (CCH) system for interoperability of stored value smart cards. CSC and usage data (UD) from the SC to provide accurate audit and traffic statistics for the line.6 7.2. The CC shall maintain a blacklist of invalid tickets. or be capable of processing. The CC shall automatically collate all single journey ticket.220.127.116.11.3 The CC shall hold and download single journey ticket and CSC parameters.5 7. Media for single journey tickets shall be determined by the Concessionaire.2. The CC shall support a Fare Table with adequate number of Stations.2. (b) Each ticket type shall be capable of being associated with at least three fare tables (one full fare and two concession fares).5.AUTOMATIC FARE COLLECTION SYSTEM 7.5. and 7. 135 .
3 Data Security (a) (b) In the event the SC fails. including but not limited to: (i) (ii) (iii) The software requirements specification.7.1 Added Value Machines (AVM) The AVM should be designed to perform the following function: The Users having a stored value ticket should be able to use the AVM to increase the residual value of such ticket.4 7. software architecture.3 7.4. operation and maintenance philosophy. 7. each item of equipment shall be able to operate autonomously without loss of data. A structured engineering process shall be adopted covering.4.2 Revenue Security (a) (b) The AFC machines and system shall provide a complete audit trail of all transactions.1 Security Revenue Protection The AFC machines shall resist tampering by either Users or unauthorized staff. and verification and test approach. intermediate and final engineering reviews. preliminary. SC and CC system shall ensure no loss of data in transmission. Cash handling equipment and systems shall be an integral part of the audit trail.1 7.2. transfers of cash and other payments.7 7.3. Conceptual. 7. 7.1. but not limited to: (i) (ii) (iii) (b) System architecture. and 136 . but not limited to the following: (a) Initial.3.2. logic flow diagrams.MANUAL OF SPECIFICATIONS AND STANDARDS 7.2 Design Documentation Requirements Engineering Plan An engineering plan for the AFC system shall be prepared.1 7.4. including.3. and final software engineering. Security of communications between the AFC equipment.1. 7.
AFC layout. Along with the engineering plan. results from simulation studies. (vii) AFC principles. The submission of the above documentation shall be included in the submission programme. Software Requirements The correct application of the standards specifically detailing the allocation of software integrity levels for all software shall be demonstrated. failure mode effect and criticality analysis (FMECA). and (ix) systems engineering plan. data preparation validation report. if installed in open areas at some Stations.AUTOMATIC FARE COLLECTION SYSTEM (iv) (c) verification and test approach. which shall be maintainable and re-configurable during the operations period shall be submitted. which deter revenue losses from the following: (i) (ii) (iii) (iv) (g) Acts such as altering. protection from unauthorized changes to the software. shall follow international standards for dust control. (viii) installation engineering. (e) Engineering Documentation The following hardware and software engineering documentation shall be submitted as a minimum: (i) (ii) (iii) (iv) (v) (vi) Engineering reviews. protection from breaking the multi-pin locking concept or circumventing security access controls and PINs. a list identifying all software. and protection from falsification of records. (d) Environmental Requirements The Gates and TVMs. (f) Security Provisions The equipment shall be engineered with features. copying or counterfeiting the tickets. hardware adaptation report. Self-Diagnostics Self-diagnostics shall be employed to the maximum extent possible to assure the highest possible availability. 137 .
000 cycles : 10. The latest version of software and documentation for use during operation and maintenance training shall be provided.000 cycles : 10. (i) Safeguards The safety of all operating personnel using the equipment or performing their duties shall be ensured. the AFC equipment shall generate a printed receipt showing the software part number and version of all installed software. interfaces. etc. (b) All software object code and documentation shall be provided on a CD-ROM in a format compatible with the computing equipment supplied. 7. 7.MANUAL OF SPECIFICATIONS AND STANDARDS (h) Software (i) Downloading Downloading of commands and parameters shall be accomplished remotely from the CC system. debugged and updated.3 RAMs data RAMs data shall conform to: Gate (MCBF) TOM (MCBF) TVM (MCBF) Central computer availability : 40. The software shall be fully programmed.4. (ii) Software Use and Verification (a) All software shall be complete and fully tested prior to shipment of the respective equipment.9 % 138 . (c) Upon entry of the proper command into the service terminal.2 Integration of AFC with Suburban/Bus System Common smart card based ticketing shall be able to interface with CCH business rules.4.000 cycles : 99. The final software source code and documentation shall be provided prior to revenue service for the first equipment.
Chapter 8 Maintenance Depot .
inspection and washing plant facilities. tools and equipment. one for each corridor. The sub-ballast elevation shall not be less than the 100 year flood level.1. The Depots shall be designed and constructed such that all maintenance plant. landscaping.5 8. The Depot infrastructure shall be designed and built in compliance with applicable local building byelaws/codes and services provided to proven international standards.Chapter 8 Maintenance Depot 8. communications.1 141 .1.1. All facilities shall be provided as per rules and regulations and Acts of Central and State Governments as applicable for the maintenance Depot. Electric high voltage substation of adequate capacity shall be located in the Depot. commissioned and operated for the Rail System.2 8. building services and office equipment. constructed. architectural finishes. signalling.7 8. The fixed E&M equipment includes. to be designed.1 General This section lays down the facilities and standards to meet the performance requirements for Depots.2 8. The Depot design shall be based on operational requirements and maintenance required for Trains and other E&M equipment.6 8.1.2. 8. traction and utility power.2 Depot Facilities The Depot facilities shall be designed to accommodate but not be limited to the following: 8.8 8.1. Lightening conductor shall be provided to protect the Depot and equipment. but not limited to the track work.1.2.1 8.1. tools and equipment required for the stabling of Rolling Stock and the performance of all levels of maintenance activities are provided. Engineering Specifications Planning of Depot The Depot lay out shall be planned to optimize the Rolling Stock maintenance facilities through proper integration with optimization of land requirement and providing adequate stabling. The works to be constructed shall include all structures and civil works.3 8.1. providing traction and auxiliary systems power for the Depot by connecting to the 33 kV 3-phase Auxiliary power and 750V DC for the Traction System.4 8. fixed E&M and Rolling Stock equipment and Depot plant.
works Trains.3 8. Under normal operating conditions. urgent and other scheduled maintenance and Maintenance Manual for the regular and preventive maintenance of the Rail System shall be prepared. training facilities. (xii) traction sub-station and Auxiliary sub-station.2.4 8.3. rail grinding car. light maintenance of Coaches. (xvi) Permanent Way Depot. the Depot shall be able to operate as an independent entity.4.2. fire services and security. 8. service buildings. which have the potential to interfere with main line operations. (xiii) diesel generator. (xiv) effluent treatment facility.2.1 142 . other E&M equipment maintenance.2 8. Abnormal operating conditions in the Depot. ultrasonic testing vehicle and accident relief Trains with work platforms. (xv) test track. All Train movements between main line and Depot and within the Depot shall be controlled by the Depot Controller except for movements within Depot buildings.3 8.3. (ix) (x) (xi) lifting of Coaches.2. 8. The Depot shall have depot control center.2.1 Depot Operating and Maintenance Plan A maintenance programme covering annual programme of preventive. and (xvii) all other works required to be carried out in the Depot as per maintenance programme.MANUAL OF SPECIFICATIONS AND STANDARDS (i) (ii) (iii) (iv) (v) (vi) Stabling of Trains. daily routine inspection of Coaches. repairs and modifications of Trains and works Trains. (vii) heavy maintenance of Trains and works Trains. exterior and interior cleaning of Trains and works Trains. and mitigation measures provided. (viii) wheel re-profiling. without affecting the revenue line operations. shall be identified in the O&M plan. repainting. re-railing and recovery of Coaches from all areas of the Rail System. other offices. Depot Track Layout Facilities in the Depot shall be ergonomically designed and arranged in a logical manner in order to optimize the routine workflow and the capability for coping with abnormal situations. fuel storage and fuelling facilities.3.2.
Depot facilities shall allow access by road vehicles and mechanical handling equipment.6 8.2. and delivery of Rail System Coaches. Water shall be recycled to the maximum possible extent and effluents shall go to effluent treatment plant (ETP).2 The Depot track layout shall be designed to achieve a minimum of shunting movements. The Depot layout shall facilitate security and smooth flow for pedestrian and vehicular access and perimeter protection.2.4.5 8. As far as possible.4.4. access shall avoid conflicts with Train movements. All stabling. including Emergency service vehicles and equipment.3 8. Operation and maintenance staff shall have safe access to all stabled Trains. 8.2.7 8.8 8. adequate spare tracks shall still be available in the Depot for shunting and Emergency movements.2. Stabling The number and arrangement of stabling sidings shall be such that when all the Trains are berthed.MAINTENANCE DEPOT 8.2.2. Double track access shall be provided to permit simultaneous movement of Trains leaving and arriving at the Depot. 8.2. Test track facilities shall be provided within the Depot premises. Alternative routes for movement shall be provided to the largest reasonable extent.4.2.4. The lay out shall permit Coaches to pass through the Train washing plant on arrival in the Depot without conflicting movements. without the need for separation of Coaches of Train consists. Facilities shall be provided for both routine and periodic heavy cleaning of revenue vehicle interiors. to relieve congestion and ensure availability of the Depot.2.8 Light Maintenance 143 .4.2. servicing and light maintenance facilities shall accommodate the maximum revenue service Train configurations permitted.4 8.5 8. with least interference to normal maintenance and operation activities.4.7 Interior Cleaning Train interiors shall routinely be cleaned before entering revenue service. 8.2.6 Exterior Washing Facilities shall be provided for exterior washing using automatic coach washing plant.
2. corrective maintenance. The machine shall be capable of simultaneously re-profiling a minimum of two wheels of any bogie. and quality assurance testing. compressed air. and shall be capable of re-establishing the permissible wheel profile.11 144 . special test equipment and interfaces to the maintenance management system shall be provided at appropriate locations.8.1 The light maintenance facility to be provided shall.2. the following: (i) (ii) (iii) (iv) (v) Routine servicing.1 8.1 18.104.22.168. but not restricted to.2. and quality assurance testing.8.4 Safe access to vehicle mounted equipment shall be provided. Supplies and services necessary such as electricity. collision damage and major breakdown repair.2 Arrangements shall be provided for the overhaul and quality assurance testing of railway equipment. Turning vehicles The effect of differential wear due to imbalance in wear caused by right hand 8.9. enable the following: (i) (ii) (iii) (iv) Periodic overhaul.10. 8.10 8.10.9 8. but not restricted to.2. testing and investigation.2 8.2. Wheel re-profiling and regression in wheel diameter shall be automatically recorded on the Depot maintenance management system. on all types of Rolling Stock used on the Rail System. Wheel re-profiling An under-floor wheel re-profiling machine shall be provided for profiling wheels while in-situ under a vehicle.8. Pit tracks shall be provided to enable access to undercarriage equipment.2.9. Heavy Maintenance The Rolling Stock heavy maintenance facility to be provided shall.3 8. without the need for separation of Train consists.2.3 22.214.171.124.2. routine preventive maintenance.8.MANUAL OF SPECIFICATIONS AND STANDARDS 8.9. Safe access to all vehicle mounted equipment shall be provided.3 8. modification/replacement of major components. 8.2 8.
4.3 Maintenance Management System A MMS shall be provided. Maintenance Manual and diagnostic. maintenance planning and recording. Internal storm water drain system shall be developed. Protection provided shall be capable of supporting the loads of the corresponding track. derailed or otherwise disabled rail vehicles from all areas of the Rail System. 8. Access to the MMS shall be possible from appropriate locations in the Depot.2.1 Under-track Crossings All buried services shall be protected underneath the Depot tracks and shall enable future replacement of services.MAINTENANCE DEPOT and left hand curves should be examined and proposal to address this issue either by reversal of Coaches/bogies or by other measures shall be reviewed by the IE. revenue line and the central control facilities of the integrated electronic control centre and stand-by control centers. and (vii) interface to the asset database. Any comments of the IE pursuant to such review shall be duly considered. stock control. 8. 145 . The system shall address. The rain water harvesting of the run off water within the Depot areas shall be planned as per the applicable policy. norms. 8.2 Sewerage Disposal Sewerage water shall be discharged into the municipal sewerage system. requirements and methods of the State and the Central Governments.4 8. 8. but not be limited to.4.3.12 Train Recovery Equipment Equipment shall be provided for recovery of damaged. failure recording and analysis.4. rules.1 Other Requirements Drainage Ballasted tracks shall be free-draining and rainwater shall be carried away from the load-bearing track formation by grading the formation and drainage layers and discharged into the existing storm water drains.3 8.4. 8. the following items: (i) (ii) (iii) (iv) (v) (vi) Data exchange with Train borne systems. staff schedules.
traffic islands. Pathways through the Depot.4. etc. Walkways shall provide safe surfaces under all weather conditions.1 8.2 As far as reasonably practicable. along buildings or accessing buildings shall be raised and paved with interlocked pavers.4. The entire Depot site shall be illuminated to provide for secure and safe operation. and shall enable safe separation of electric cable ducts and the track work.4.MANUAL OF SPECIFICATIONS AND STANDARDS 8. Low shrubs and ground covers shall be used along the fences on both sides. Where roads and pathways cross ballasted track. Ultimate care to be taken to avoid glare or light pollution from inside the Depot boundaries to outlying areas. parking areas. (b) Paving Internal Depot vehicular roads shall be suitably paved.6. other than what is necessary for perimeter security.126.96.36.199. Walkways The walkways shall be positioned to prevent personnel from inadvertently coming in contact with moving Trains or from straying into a position where they might be struck by a Train. Personnel moving about the Depot always shall have a clear view of moving rail vehicles. under-track crossings shall be aligned so as to pass under the track at right angles to the rails. and enable track maintenance where adjacent to ballasted track. 8. Only administration area and Depot entrances shall have public street quality lighting standards.2 8. outside the swept path of the Coaches. All other areas of Depot shall have industrial type lighting with uniform lighting level. parking areas and access to administration building shall also be paved.4. adequate electrical insulation properties where necessary.3 8.5 8. Yard Landscaping (a) Planting of trees and shrubs Trees.3.4.4. shrubs and ground covers shall be used all around the perimeter green strip surrounding the outside of the Depot. Under-track crossings shall terminate in an access pit.2 146 . 24 hours a day and during inclement weather.4 188.8.131.52 Lighting General Depot lighting shall provide safe and efficient levels of lighting in order to maintain 24-hour operations. the crossings shall be designed to permit maintenance of the track with the minimum of disturbance to the Depot operation.4. Depot entrances. where possible. Main entrance. Trees and shrubs shall also be used around the administrative building.6 8. 8.
8. high lighting masts shall allow for lowering of hoisted light rings for ease of maintenance.1 8. humidity.6.4.6. impact.4. (c) Maintenance Materials shall be stain resistant and non-water absorbent. 8.6 8. 147 .6.3 Where used. information. and other outdoor maintenance tasks. repair and replace. easy to clean. Colour and appearance shall be retained throughout the design life of the material.1. and (viii) operational. Heavy-duty. 8. (b) Durability Materials shall be selected for their wear. They shall be non-combustible and non-toxic. Signages Depot Signages shall include the following signs and graphics: (i) (ii) (iii) (iv) (v) (vi) Directional.5 8. on motorized or tracking rigs may be used in order to provide flexible and movable high intensity illumination to accompany night work crews along stabling. temperature changes and sunlight.4 8. Movable lighting.4. identification. Rail fastenings.4.MAINTENANCE DEPOT 8. and conform to all applicable Indian codes and standards.6. safety.6. accessibility. resilient pads and insulating spacer blocks shall be capable of easy removal and replacement using specialist tools only and shall be of proven type. strength and weathering qualities that resist abrasion.1. bridges and gangways. protected fixtures shall be used to light pits.5 Materials and Finishes (a) Safety All materials shall be selected with the highest regard for safety and security.6.2 Fixed Installations Track System Rails shall be compatible with those used on the revenue line. emergency.1 8.7 (vii) regulatory.
Two diverse supplies shall be provided for a 33kV 3-phase Supply ring main supplying each station and the Depot.6. Facility shall be provided for Trains leaving revenue service at the Depot entry transfer berth(s) to change to Depot operation mode and to download Train identification and condition data.6. Signalled routes shall be interlocked against conflicting Train movements without compromising operational requirements.2. Electric Power Supply and Traction System The Auxiliary Supply System and Traction System shall be designed for full redundancy.1 Depot Signalling The Depot signalling system shall enable control of movements of the Trains within the Depot limits and shall provide route setting and holding with indications of Train locations displayed on a mimic panel/VDC and shall be controlled from a Depot Control Centre (DCC).5 8.2.6. The following design features shall be provided: (a) Depot High Voltage and Low Voltage Electric Power Supply (i) The Depot Sub-Station shall have suitable protection equipment.2.2 8.6. A warning system shall alert staff working in depot areas of approaching vehicles. stabling tracks and works sidings.184.108.40.206. and traction power supply at 750V DC Traction System for the revenue line and Depot. 8.3. Facility shall be provided on the transfer berth(s) for Trains entering the revenue line from the Depot.6.6. and With the exception of certain maintenance tracks.4 8. This shall not require the vehicle to be stationary.3. all tracks in the Depot shall be fitted with stringer type traction supply.2 8.3 (ii) (b) Depot Traction System (i) Separate Traction Sub-station (TSS) shall be provided for Depot.3 8.6. The HV switching and protection equipment shall be of similar design and equipment to that of the revenue line. and Power supply switching and metering shall be controlled by a power SCADA System from the OCC.1 8.3 8.2 8. sectionalizing (ii) 148 . where appropriate. The Traction System switching and protection equipment and equipment in TSS shall comply with the relevant standards specified in the Chapter for Traction System.3.MANUAL OF SPECIFICATIONS AND STANDARDS 8. to establish the correct mode of driving and Train run data.6.
EMC. 8.4 Depot Control and Communication Systems (a) Performance All control and communication systems provided for the Depot shall comply with the requirements for: (i) (ii) (iii) (iv) (v) (vi) Design criteria.MAINTENANCE DEPOT shall enable the isolation of areas for O&M purposes. Energizing of the traction supply shall be interlocked with material handling equipments to achieve complete safety of personnel and equipment. Power and Telecommunications Consultative Committee (PTCC). performances. (d) Electrical Sectioning (i) The Depot traction power supply system shall be suitably sectionalized to support maintenance and to mitigate system failures. (f) Washing line Traction power supply for washing lines shall allow unimpeded operation without compromising safety. Remote controlled switches shall be provided in the OCC for isolating elementary sections of the Depot. and 149 . (g) Earthing and Bonding Earthing and bonding system provided shall comply with EN 50122-1 and all other relevant international standards. (c) Segregation from the Link Line Traction supplies (shall be arranged such that the Depot traction system shall be normally segregated from the Link Line connecting to the revenue system. Local Control Panels shall be conveniently located in/ around depot and equipped with status indication and safety interlocking. However. environment. the TSS should have arrangement to couple the Depot to the Link Line during Depot supply outage conditions. spare capacity and expansion.6. (ii) (e) Depot Traction Supplies Traction supplies provided in the Depot shall be fed through separate feeder from TSS.
(v) Intercom An intercom system shall be provided between the DCC and Depot areas. and the OCC. 150 . Train and mobile operation and maintenance staff. as follows: (i) CCTV CCTV cameras shall be located to monitor roads and access to the Depot. Alarms shall also be routed to the OCC via a DMS for the Depot. revenue line and the Depot. DMS and Power SCADA Systems to provide a common time reference and shall include display units at least in the DCC and DSO. (vii) SCADA System A SCADA System shall be provided for the automatic control of the Depot power supply and traction system and its remote control from the OCC. data and video communications between the OCC. (iv) Clock System Slave clocks shall interface with the signalling system. An interface between the fire detection and prevention system and the CCTV equipment shall automatically enable viewing of the incident area from the DSO and OCC.MANUAL OF SPECIFICATIONS AND STANDARDS (vii) control and communication systems performance specification. (vi) Radio System The Operator Radio System shall include a base station and antenna for providing radio communications within the Depot for communications between the DCC. DSO. (b) Communication Systems The control and communications facilities shall be provided. communication systems. Monitors shall be provided in the DSO and OCC. (iii) Fire Detection System Fire detection and fighting system shall be provided in the Depot for the automatic control of fire. This system shall carry voice. security systems. (ii) Communication Network The system-wide communications backbone network shall provide a node within the Depot. Automatic and manual fire detectors shall be provided in buildings and supervised from a fire alarm control panel located in the Depot Security Office (DSO).
and (ix) Telephone System A telephone sub-exchange of the PABX System shall be provided in the Depot. 8. Designs and specifications shall be prepared for equipment and machinery. 8. fire alarm control panel.6. DSO facilities and yard emergency lighting. supplemented by a standby generator.MAINTENANCE DEPOT (viii) SMS System An SMS System shall be provided for controlling and indicating of fixed E&M equipment of the Depot. CCTV covering the Depot site. buildings and perimeter fencing.6. technical rooms. and access control to offices.5 Depot Security Office A Depot Security Office (DSO) shall be provided at the Depot main entrance. Reticulated electrical services shall be provided from the Depot substation.6. and shall be located within the Depot.6 Vehicular and pedestrian access control and recording entrance and exit with the Depot. as specified in the control and communications specification. 151 . stores. Other Services A waste-water treatment and recycling plant shall be provided for storm water and water from Train washing and cleaning. It shall be designed to provide automated security systems as follows: (i) (ii) (iii) (iv) 8.7 Depot Equipment and Machinery Equipment and machinery shall be provided to undertake the work identified in the Depot operations and maintenance plan. to support the DCC. The PABX shall provide the O&M requirements for voice connection with the revenue line facilities and public telephone system.
Chapter 9 Accommodating Structures .
2 9.1. healthy and efficient conditions.1 General This section lays down the standards for geometric design. staff can fulfill their duties as per the operation plans in safe. and the User flow can circulate in safe and comfortable manner even in case of Emergency.1 9.4 Accommodating structures shall include. minor changes to the given alignments may be made in consultation with the IE. the following: (i) (ii) (iii) (iv) (v) (vi) 9. other buildings/structures required for operation and maintenance. However. and other civil works as required for proper functioning of the Rail System.Chapter 9 Accommodating Structures 9. Depot area and buildings for maintenance facility. inter alia.5 Elevated guideway or viaduct. specifications and requirements for accommodating structures forming part of the Rail system. The horizontal and vertical alignments of the railway as shown in the DPR are for general guidance purpose. Performance requirement All permanent and temporary civil works construction shall satisfy the major requirements of existing traffic flow.1. The Concessionaire shall design the civil engineering works to these alignments in general. Users and staff.1. (a) Normal traffic flow on the existing road at ground level shall not be disturbed until alternate and satisfactory arrangements are provided 155 . Stations and auxiliary buildings.1. and shall satisfy the following conditions: (i) (ii) (iii) Rail System shall function in accordance with the requirements specified. bridges. Accommodating structures include all Structures/Buildings and E&Ms required for properly sheltering the Rail System including the maintenance equipment.3 The accommodating structures shall allow the above mentioned functions for all operating conditions 9.1. general features. 9.
MANUAL OF SPECIFICATIONS AND STANDARDS
except during construction of foundations when road width shall be as per subpara(b) below. Generally, no ground scaffold shall be erected for construction of superstructure. In portions where pre-cast superstructure may not be feasible, the scaffold system shall provide required horizontal and vertical clearances for the moving traffic at ground level as per guidelines of IRC. (b) Minimum carriageway width Minimum carriageway width on the roadway at ground level during the entire period of construction shall be maintained as 8.75 m in each direction, except for stretches where existing ROW does not allow this width to be maintained. For such portions, a comprehensive traffic management/diversion plan shall be adopted prior to construction in consultation with the Independent Engineer. For construction/erection of the elevated guideway, maximum width of barricaded zone at the existing central median shall be limited to 8.0 m. (c) Architecture The structures shall be aesthetically pleasing, sleek and be environment friendly, maximizing use of pre-cast structural elements. (d) Vertical Clearance below deck The minimum vertical clearance available below soffit of guideway structure shall be 5.50 m and / or as per relevant IRC codes. Minimum vertical clearance above existing rail track shall be as per schedule of dimensions of Indian Railways, but not less than 5.80 m. (e) Passage for Emergency Evacuation of Users A passage of width not less than 700 mm with safety railing shall be provided on each side of the double track all along the elevated corridor to facilitate evacuation of Users during Emergency. (f) Cable Ducts Provision shall be made in the design of the deck for ducts for laying electrical, signalling and telecom cables. (g) Felling of trees Felling of trees shall be done only with the approval of the concerned authorities, and in compliance with all Applicable Laws. (h) Access Roads Construction of access road for vehicles, plant and machineries to approach the Site shall be with the approval of the concerned authorities. (i) Drainage Arrangements Properly designed drainage scheme for the elevated guideway structure,
stations and concourse and Depot shall be provided. All drains shall be of adequate size as per hydraulic calculations and shall be connected to the nearest underground drainage facilities or discharge facilities with the provision of sumps, man holes, cross drains etc. For fast track construction, use of pre-cast RCC standardized drain sections shall be adopted. (j) Precaution against Flooding Mitigating measures shall be taken in areas where flooding is likely to occur. (k) Environmental Quality The requirements of Environmental quality as per regulations shall be met. 9.2 9.2.1 Elevated Guideway Structure – Features Choice of Superstructure The choice of superstructure shall be made keeping in view the ease of construction, fast track work and maximum standardization. Following types of superstructure are generally in use in India: (i) (ii) (iii) Pre-cast segmental box girder using external un-bonded tendons; pre-cast segmental U-Channel superstructure with internal prestressing; and steel/concrete composite girders.
Any other type of superstructure found more suitable and appropriate for the site condition may also be adopted. In situ construction is not acceptable unless absolutely necessary in specific locations as reviewed by the IE. 9.2.2 Sub-structure/Foundation Open or pile foundations may be adopted depending on the suitability of soil strata encountered. The pile cap/open foundation top shall be kept at least 500 mm below the road level so as to facilitate necessary drainage from the viaduct and crossing of utilities. For Rail bridges, foundation design shall take into account scour conditions in the river bed. Circular pier as per design including pier cap should be cast in single lift to give good finish without joint except for very tall piers for which single lift casting may not be practicable. For protection of the piers against collision from moving vehicles on the road, concrete crash barrier shall be provided at road level to a height of 1.0 m above road level around the piers or along the median edges. For construction of pile foundations, rotary hydraulic drilling rigs with faster productivity shall be used.
MANUAL OF SPECIFICATIONS AND STANDARDS
Deck Drainage and Waterproofing RCC surface drains at deck level shall be constructed along the viaduct route. Runoff shall be collected through surface drains that shall lead to down drains at the designated support columns and connected to a suitable drainage system. Provision for silt removal shall be made where necessary. All metallic components of the drainage system shall be seam welded for water tightness and given two coats of bituminous painting before placement. The whole assembly shall be placed in true position, line and level and held in place firmly.
Roadway width during construction As most of the construction is to be carried out on the middle of the road, central two lanes including median will be required for construction activities. During piling and / or open foundation work, a width of maximum 8 m will be reserved for construction and the same shall be barricaded. It is essential that at least two lanes are always provided for traffic on either side of barricade during construction by widening of roads, if necessary. If site conditions do not permit the same, one way traffic may be resorted to in co-ordination with the traffic authorities. A detailed traffic management plan shall be prepared for each stretch of the route in consultation with the IE and shall be complied with.
Barricades during construction and work site protection. Barricades shall be erected and work site protected as per Specifications and Standards furnished in Chapter 14 of this Manual.
Housekeeping and Safety management at sites Housekeeping of construction sites shall be professionally organized to render a neat and safe appearance at the sites. Suitable gaps (with lockable gates wherever feasible) in barricading shall be provided at planned locations to facilitate: (i) (ii) (iii) Movement of cross traffic at junctions; movement of construction materials; and security posts location.
The Concessionaire shall keep and maintain a well designed and detailed Safety Manual to be adopted at all his construction sites. Safety issues shall be given highest importance during construction. Third party safety audits shall be conducted at maximum six months intervals at sites. Necessary insurance policies (viz. comprehensive all risk insurance) shall be taken before start of site activities. Safety meetings shall be held at regular intervals with all stakeholders and state traffic police department.
Elevated Guideway Structure – Design Criteria General This outline design criteria provide minimum standards which are to govern the design of the permanent works and shall be read in conjunction with other contract documents.
Guideway Structure General Design Guidelines (a) The guideway structure should be designed for Axle Load configuration based on Coach design and Train configuration. Other loads and forces to be considered for design should be in accordance with the technical characteristics of the Rolling Stock. Continuous welded rails shall be used for the ballastless track structure. The resultant forces from rail temperature variation shall be considered in the design of the structure. The Indian Railway’s Concrete Bridge Code shall be followed for design for RCC sub-structure and foundations and for prestressed concrete girders with internal prestressing. For superstructure with external prestressing, International Standards shall be followed. Box Section, ‘U’ Section or any other efficient structural form is recommended for the main spans. Design must provide for suitably designed sound barrier all along the corridor. The Concessionaire can propose use of composite construction if considered a technically acceptable economic alternative. The guideway structure shall be supported on single columns erected mostly along median of the road. At few locations it may be necessary to adopt portal frame support in lieu of single column. Detailed topographic and geo-technical investigations along the corridor shall be carried out by the Concessionaire. The overall width of the guideway structure shall be maximum 9.6 m with track centre at 3.7 m - 4.0 m. The minimum clearance above the road level shall be 5.5 m. In case of minor roads/streets a lower clearance may be adopted with specific approval of the agency or authority owning and / or maintaining the road/street. The vertical clearance above the rail level where the alignment crosses the existing railway track shall be in accordance with the Schedule of Dimensions of Indian Railways but in no event less than 5.8 m. A passage of adequate width (not less than 700 mm) on both sides of the guideway all along the corridor shall be provided for Emergency evacuation. Ducts for laying electrical signal and communication cables shall be provided on either side.
(f) (g) (h)
MANUAL OF SPECIFICATIONS AND STANDARDS
Adequate drainage shall be provided for the guideway structure and connected suitably to the underground drainage. For construction of the guideway structure, use of prefabricated elements to the maximum possible extent shall be adopted in view of the need for fast track work and the corridor being heavily congested. The structure should be aesthetically pleasant. Approach slabs shall be provided between viaduct and at grade section.
Codes and Standards The following codes shall be applicable: (i) (ii) (iii) (iv) (v) IRS; IRC; IS; AASHTO; and BS.
Indian Railway Standards (IRS) IRS – IRS – IRS – IRS – IRC-18 – IRC-21 – Bridge Rules for loading (Min. of Railways) Code of practice for steel bridges Code of practice for plain, reinforced and pre-stressed concrete for general Bridge construction, latest revision Code of practice for the design of substructures and foundation of bridges Design Criteria for Pre-stressed Concrete Road Bridges (Post Tensioned Concrete) Standard Specification and Code of Practice for Road Bridges, Section III – Cement Concrete (Plain and Reinforced) Composite Construction for Road Bridges Foundation and Substructure
IRC-22 – IRC-78 –
IRC-83 (Part-I) – Metallic Bearings IRC-83 (Part-II) – Elastomeric Bearings IRC-83 (Part-III) – POT cum PTFE Bearings IRC-SP –47 Guidelines on Quality Systems for Road Bridges (Plain, Reinforced, Pre-stressed and Composite concrete)
Other Publications (i) (ii) (iii) (iv) (v) (vi) CEB – FIP Model Code Indian Standard Hand Book on Steel Sections (Part I) Indian Railways Manual on Design and Construction of pile foundations UIC/772-R the International Union of Railways Publication IEC: International Electro technical Commission AREMA Manual 161 .1 Note: The above list is not exhaustive. 1996 Guide specifications for Design and Construction of segmental concrete Bridges Structural Bearings and Expansion Joints for Bridges Specification for test sieves Testing aggregates 1992 1990 1990 1981 Specification compounds for natural rubber Structural Engineering Documents no. 2002 BS 410: BS 812: BS 1154: BS 1137: BS 5400: BS 5930: BS 5950: BS 6177 1982 1986 Methods of test for soils for Civil Engineering purposes Steel concrete and composite bridges Code of Practice for Site Investigations Structural use of steel work in buildings Guide to selection and use of Elastomeric Bearings for Vibration Isolation in Buildings Code of Practice for Design of Concrete Structures for Retaining Aqueous Liquids Structural use of Concrete Code of Practice for Design of Bridge Bearings BS 8007 BS 8110 1987 Parts I and II Part 9 Section 9.6 of IABSE.ACCOMMODATING STRUCTURES Foreign Standards AASHTO.
it may be necessary to adopt RCC portal frames or other suitable support system. shall be in compliance with the design requirements. balanced cantilevering erection with launching gantry. 9. pier locations and superstructure may be adjusted to suit the proposed span lengths. at essential movement joint locations.5 9. the following loads 162 . For pre-cast segmental viaduct. and incremental launching. The Concessionaire shall decide on the final span arrangement and structural system taking care of the ground realities and feasible fast track erection system. where the alignment deviates from the central median. The span arrangement for the viaduct as indicated in the DPR is for general guidance only.MANUAL OF SPECIFICATIONS AND STANDARDS The design relating to fire safety and escape shall be in accordance with the requirements of NFPA 130 Standard for Fixed Guideway Systems.4 Structural System (a) Guideway superstructure shall be supported on single row of RCC piers erected mostly on the central median. Rail/Structural interaction analysis due to continuous welded rail with direct fixation on structure shall be performed in accordance with proven international practice.1 Design Loads General The railway loading applied to structures on the Project shall be guided by the selected Rolling Stock parameters and generally be in accordance with BD 37/88 (revised version of BS 5400: Part 2) or IRS Bridge Rules to the extent applicable below. Static and dynamic rail live load responses. a sufficiently stiff deck and supporting sub-structure to resist loading as defined in various paras stated above.2 Nominal Loads For the purpose of computing stresses and deformations. The size of piers and crash barrier at ground level shall be within the median width. full span pre-casting and erection. At some locations. by suitable choice of span lengths.3. decision for erection system shall be taken by the Concessionaire which may include following methods adopted internationally: (i) (ii) (iii) (iv) Span by span erection with launching gantry.3. Where field restraints dictate the use of longer/continuous spans. 9.5. 9. The spacing of piers shall be not less than 25 m unless otherwise justified.3.3.5. (b) (c) The Concessionaire shall provide.
The loading combinations indicated are not exhaustive.ACCOMMODATING STRUCTURES and consequential effects shall be taken into account as applicable: (i) (ii) (iii) (iv) (v) (vi) Dead loads. forces due to curvature or eccentricity of track.3 Loading Combinations The various combinations of loads and forces to which components of the structures can be subjected are given in Table 12 of IRS CBC. (xiii) forces and effects due to earthquake. 9.3. and other loads: As per Indian Railway Standards (IRS) and Bureau of Indian Standards (BIS). superimposed dead load. (viii) longitudinal forces. racking forces. They shall resist the effect of the worst combination. dynamic effects. and (xvi) differential settlement. live loads. (ii) (b) Fatigue Loading: The nominal loading for the design of members in accordance with BS 5400: Part 10 shall comprise Trains with eight individual cars each 163 .4 Loading effects Design shall include the effects of (a) Static Loading: These shall consist of loads due to: (i) Track bed: RCC blocks or concrete pour or pre-cast slabs in RCC with inserts and fittings in case of ballastless track or PSC sleepers over ballast for ballasted track. (ix) (x) (xi) long welded rail forces. Each component of the structure shall be designed/checked for all applicable combinations of these loads and forces. 9. (vii) frictional resistance of expansion bearings. forces on parapets.5. (xii) wind pressure effect. (xv) buoyancy.5.3. The Concessionaire shall analyze the effects of any other combination as deemed appropriate. temperature effects. (xiv) erection forces and effects (Construction Stage Safety check).
5.5. IS Codes and relevant BS Codes. (c) Dynamic Loading: The static and fatigue loading given above shall be multiplied by an appropriate dynamic factor. and longitudinal forces shall consider the effects on stability and safety arising from a broken rail in ballastless track. centrifugal loads or braking/traction loads. provision shall be made for effect of horizontal and longitudinal forces in the rail. Dynamic loading shall not be applied to piles. 9. It is also required to check the structures for seismic forces as per IS: 1893-2001. when a structure carries two tracks. longitudinal forces acting on the track shall be considered to be dispersed through the track before being transmitted to the substructure. 164 . except culverts consistent with a horizontal acceleration and will be considered to act in any horizontal direction and also in vertical direction.3. The fatigue loading shall be applied in accordance with the requirements of BS 5400: Part 10. pile caps.MANUAL OF SPECIFICATIONS AND STANDARDS having four axles.6 Temperature Loading Overall temperature and differential temperature effects shall be determined as per provisions of IRS or IRC Codes. (d) Longitudinal Loads: (i) (ii) Longitudinal loads from braking and traction shall be appropriate percentages of live load per track as per IRS Bridge Rules. especially in the girders with ballastless deck. with both acting in the same direction to produce the worst loading condition.3. forces shall be calculated for continuous welded rail with structure interaction resulting from temperature differential of rail and concrete.7 Seismic Loading Seismic effects shall be considered on all structures. both tracks shall be considered to be occupied simultaneously.5.3. 9. This shall be calculated based on IRS Bridge Rules.5 Wind Loading The viaduct structure shall be designed for wind loading as per IS 875. the axle loads and vehicle lengths will be as per the Rolling Stock details. 9. (iii) (iv) (v) (vi) (e) Derailment Load: Check for derailment loads shall be made as per IRS Bridge Rules. Traction forces shall act on one track and braking forces act on the other.
8 Erection Forces and Effects The weight of all permanent and temporary materials together with all other forces and effects which can operate on any part of structure during erection shall be taken into account.5. Webs and Stiffeners Grade of structural Steel for Deck Plate and Rolled Sections Permanent Bolts for Site Splice of Box Girder Permanent Bolts for Connection to Bracings and Cross Frames Grade of structural Steel for Headed Stud Connector Construction stage loading BS : 5400 (Part 3 & 5) Varying.3.6 Design Criteria for Steel / Concrete composite girder Guiding Code Height of structure Grade of Concrete for RCC Deck Slab Grade of Reinforcement Grade of structural Steel for Bottom Flange. Top Flange. 165 .10 Differential Settlement Consideration of the forces resulting from differential settlement shall be made where the nature of the chosen foundation system and the ground conditions indicate that such a condition may arise but not more than: 10 mm long term settlement and 6 mm short term settlement.3. 9. 9. 9.ACCOMMODATING STRUCTURES 9. Allowance shall be made in the design for stresses caused in any member during erection.3.9 Shrinkage and Creep Provision shall be made for the effects of shrinkage and creep of the concrete in the structure.5.5.5 kN / m2 Any additional major parameters of design shall be proposed by the Concessionaire in consultation with the IE.3.6 Grade 540B 1.8 Grade 4. To be decided as per site requirement M45 Fe415 or Fe500 HYSD conforming to BIS standards Grade Fe540B bars Grade Fe410B Grade 8.
shall be cambered so as to compensate for the combined effect of: Vertical curvature.3. Camber The superstructure deck. 9.9 Span/Depth ratios Span-to-depth ratio should as far as possible be restricted as indicated below: Reinforced concrete member Pre-stressed concrete member Composite members – – – 10 14 16 For Box girders. these ratios shall be further subject to stipulations with regard to internal dimensions required for inspection and future pre-stressing.8 Vertical profile Profile grade The superstructure shall be so designed that.10 Design surface crack width For the serviceability limit state of cracking. Parapets shall be designed to resist a horizontal and a vertical force each of 150 kg/m applied simultaneously to the top of railing or parapet.3. the rail level would be above the theoretical vertical profile of the system by an amount equal to permissible LL deflection for the structure. Parapets shall be designed to cater to the forces of Signal masts (if any).3. Parapets may be designed to function as Noise Containment Barriers. Permissible live load plus impact deflection. including the soffit of any overhead structure above the deck. 9.MANUAL OF SPECIFICATIONS AND STANDARDS 9. 9. Parapets shall be provided for all transition structures to protect the guideway from intrusion by trespassers. 166 . design surface crack width of reinforced concrete and pre-stressed concrete viaduct structures shall not exceed values given in BS 5400.7 Parapets Parapets shall be provided on both sides of all viaducts for the full length of the structure.3. They shall be designed to act as the support structure to the railway cabling and junction boxes as appropriate. vandals and road vehicles. Provision for super-elevation shall be made preferably as part of the track structure over the deck. when subject to dead load only. if any Dead load deflection.
11 Temperature Effects Temperature effects shall be taken into account in accordance with the requirements of BS 5400 Part 2.3.3. The overall deflection for elevated structure will be limited taking into consideration the effect of vibration in addition to other considerations.3.15 Protection to Piers against impact (a) Protection shall be necessary for piers against accidental impact from road vehicles on a case by case basis.12 Minimum thickness of members Desirable minimum thickness of any concrete member Deck Web of T-beam Web of pre-stressed girders If there are 2 cables at any level – – – – 200 mm 250 mm 150 mm + d 150 mm + 3d (Where d is the outside diameter of the cable duct) Box Girders: minimum thickness of member: Deck slab Bottom flange Web – – – 200 mm 300 mm 250 mm Or as required by IRS Concrete Bridge Code. For supports located in the median or adjoining major roads where heavy goods vehicles pass at high speed and where adequate (b) 167 . 9. 9. Span shall be defined as c/c of bearings.3. Suitable provision shall be made for replacement of bearings and for any repairs during service. where applicable.14 Bearings Bearings for the viaducts shall be designed for the span for the different loading combinations. 9.13 Vibration and Deflection Limitations The amplitude and frequency of vibrations of the viaduct structure shall be limited to international standards. whichever is greater. BS 5400 Part 2 and UIC 777 (1) shall be applied. Bearings shall be designed in accordance with the requirements of BS 5400.ACCOMMODATING STRUCTURES 9. 9.3.
MANUAL OF SPECIFICATIONS AND STANDARDS
clearances are not available, the foundations and piers shall be designed for an impact force of 100t at a height of 1.2 m above road level in the direction of traffic. The approach to the pier shall also be protected by non-mountable kerb and sand filling. (c) Where clearances are available and a suitably designed safety crash barrier can be provided, the piers need not be checked for impact force. The protection afforded should be such that when a car of 1.5t weight strikes the barrier at 110 kmph and at an angle of 20°, the wheels of the car will only just reach the pier. The clearance between the pier and safety barrier shall be 0.6 m or more, and the safety barrier shall be a guardrail or crash barrier, mounted on posts to form a free standing rail barrier.
Stray Current Corrosion Control Precautions as per EN 50122-2 or equivalent to minimize stray current corrosion caused by DC traction power return through rails. The continuous electrical path shall be provided by ensuring full and reliable electrical connection throughout the structure. The electrically continuous path shall be provided through the steel reinforcement, either by continuous welding of structural reinforcement or by the provision of additional welded mesh reinforcement. Where weld is used to form a grid, welded cross connections shall be at a minimum spacing of:
for longitudinal bars, 600 mm measured in the transverse direction; and for transverse bars, 6 m measured in the longitudinal direction.
The Concessionaire shall demonstrate during construction that the electrical continuity between all metallic structures has been achieved. 9.3.17 Geotechnical Investigations The Concessionaire shall be responsible for determining for his design purposes the Geology and the Geotechnical parameters of the sub-surface strata along the route. For detailed design of foundations, the Concessionaire shall carryout soil borings at each location of foundations. 9.3.18 Proof checking All the general arrangement designs prepared by the Concessionaire’s design consultant shall be submitted to the IE for his review and comments. Based on the GADs suitably modified pursuant to the IE’s comments, the Concessionaire shall take up all the detailed design / construction drawings which shall be got proof checked by a reputed consultant to be appointed by the Concessionaire in consultation with the IE. It shall be the sole responsibility of the Concessionaire to arrange all proof checked “Good for Construction Drawings” (GFCD) well in time for fast progress of Rail system as per Project milestones.
Materials for Construction Specification Materials for construction shall conform to relevant Bureau of Indian Standards or to equivalent or superior international Specifications, and shall be accompanied by test certificates. Notwithstanding above, the Concessionaire shall arrange for test of the materials and supply items at his cost as per programme of tests determined in consultation with the Independent Engineer.
Cement Cement conforming to IRS T-40 specification or OPC-53 Grade conforming to IS 12269 shall be used for pre stressed construction.
Reinforcement Only TMT – HYSD bars conforming to relevant IS codes shall be used.
Prestressing steel Uncoated stress relieved Low Relaxation Steel conforming to IS: 14268, Class 2, shall be used. For PSC girders, lesser number of higher capacity PT tendons shall be preferred. The pre stressing accessories shall be subjected to an acceptance test as per or equivalent to BS: 4447, prior to their actual use on the works. Only multi strand jacks shall be used for tensioning of cables.
Concrete The 28 day characteristic strength of structural concrete measured on 150 mm cubes shall meet the minimum specified strength as mentioned below. Construction work with design mix concrete through computerized automatic batching plants shall be adopted with following minimum grades of concrete for various members as per design requirement / durability considerations. (i) Piles, Pile cap and open foundation – – – – – M 35 M 40 M 45 M 45 M 30
(ii) Piers (iii) All pre-cast element for viaduct and station (iv) Cantilever piers and portals (v) Other miscellaneous structures
For all the main structures, permeability test on concrete sample is to be undertaken to ensure impermeable concrete.
MANUAL OF SPECIFICATIONS AND STANDARDS
Permanent Prestressing All aspects of prestressing including the system proper shall be subject to review by the IE. Anchorage suitable for the cable configuration shall be used. The corrugated sheathing shall be of HDPE.
Construction requirements for Elevated Guideway Structure Casting of Segments Casting of segments shall be done in single pour. All segments shall be marked on the inside with a unique identification.
Tolerances for Finished Segments of pre-cast box girder The Tolerances shall not exceed the following: Length of match-cast segment (not cumulative) – 25 mm Length of totally assembled span Web Thickness Depth of Bottom Slab Depth of Top flange Overall Top Flange Width Diaphragm Thickness Tendon hole Location Position of Shear Keys
– ±2.5 mm – ±10 mm – ±10 mm – ±6 mm – ±25 mm – ±12 mm – ±3 mm – ±6 mm
Handling of Segments The Concessionaire shall be responsible for the proper handling, lifting, storing, transporting and erection of all segments so that they may be placed in the structure without damage. Segments shall be maintained in an upright position at all times and shall be stored, lifted and/or moved in a manner to prevent torsion and other undue stress. Members shall be lifted, hoisted or stored with lifting devices indicated on the shop drawings reviewed by the IE. The stresses induced during any stages of construction shall not exceed 50% of the cube strength achieved at that stage. In addition, the following limitations shall be observed: (i) (ii) The segment shall not be lifted from the casting bed till the concrete reaches the required strength; and The age of the concrete shall be not less than 14 days at the time of its erection and shall have achieved its specified 28-day strength. However,
in case the Concessionaire has any alternative proposal, the same shall be got reviewed by the IE. 220.127.116.11 Transportation and Erection of Segments The movement of segments on road shall be done at night or early morning, so that the disturbance to traffic at the ground level is minimized. Sufficient number of Mobile cranes of adequate capacity and boom length shall be mobilized by the Concessionaire at the casting yards. The transportation and movement of the segments at ground level shall be effected by low-bedded trailers. Segments shall be lifted and assembled by the Launching Girders (LG). Adequate number of LGs for erection shall be mobilized to satisfy the requirement of target milestones. Segments shall not be moved from the casting yard until all curing and strength requirements have been attained, and shall be supported in a manner that will minimize warping. A full scale load test of the Launching Girders, lifting and temporary holding hardware shall be performed to demonstrate the adequacy of this equipment prior to beginning any erection of the segments. The Concessionaire may propose any alternative erection scheme and submit the same for review by the Independent Engineer. 18.104.22.168 Safety Precautions Since heavy loads have to be handled over moving traffic, safety is of utmost importance. The Concessionaire shall enforce a strict Safety System with all necessary precautions and instructions (safety tools, nets, railings, personal protection equipment, proper training of workers, first aid, etc.). No unskilled/ untrained personnel shall be engaged at site to perform the critical activities above the flowing traffic at ground level. The Concessionaire shall be solely responsible for ensuring safety at site during the construction period. 22.214.171.124 Survey Control During Pre-casting operations and erection The surveyor in charge of the operations must complete a data sheet for each segment containing essentially: (i) (ii) (iii) (iv) (v) Theoretical basic data supplied by the design office, allowing the preparation of the horizontal alignment and the two parallel bolt lines; corrected values defined either graphically or by computer; survey control readings; linear measurements on the segments; schematic representation of the segment to rapidly verify the relative positions of the segment axes;
MANUAL OF SPECIFICATIONS AND STANDARDS
level checks to pick up any gross error in level readings on the same segment;
(vii) comments on the casting operations; and (viii) survey control during construction. 126.96.36.199 Drawings and Design Calculations (a) General The Concessionaire shall submit, “Method Statements”, according to an agreed schedule, covering complete details and information concerning the method, materials, equipment and procedures he proposes to use at site. (b) Design calculations for construction procedures In addition to the design calculation for permanent structures, design calculations shall be submitted for false work, erection devices, formwork or other temporary construction which may be required and which will be subject to calculated stress for review by the IE. Computations for the following, shall be submitted for review by the IE: (i) Construction Stage Stress Check in superstructure during all stages of erection using Launching Girders as per the Concessionaire’s proposed erection scheme (Design Construction Integration); Calculations for pre-camber correction required in pre-casting moulds/beds taking care of all post-tensioning forces, temperature, creep, shrinkage etc., computations of deflections and required camber due to dead loads, post-tensioning forces, creep and shrinkage. A tabulation of deflections and camber dimensions shall be included on the shop drawings; and Computation of jacking forces required at pre-cast glued joints during temporary post-tensioning and resultant compressive stress at interface of segments.
Height Gauges At locations where there is a possibility of road vehicles with height above road, of 5.5m or more coming into contact with the girder of the rail system, the over dimensional road vehicles shall have to be prevented from hitting the girder of the Rail System by providing height gauges at suitable locations. The height gauges shall be of robust design capable of withstanding the shocks. The Concessionaire shall make his proposal and design for height gauges at such locations for review by the IE.
9.4. Along the median on both sides of the piers. Construction methods shall provide that adjacent structures and utilities are protected against damage due to construction of permanent infrastructure. The Concessionaire shall modify the existing rain water drainage system to the new configuration required for the implementation of the Rail Project. 9. new property walls. foot/underpass bridges etc.12 and 10. The Concessionaire shall re-instate the road structure altered by any of the works resulting from the Concessionaire’s Scope of Works.ACCOMMODATING STRUCTURES 9. warning and information sign posts at road level shall be installed / relocated by the Concessionaire to IRC codes and standards. utility protection and relocation.4. Utilities and Miscellaneous Infrastructure Works The Concessionaire shall survey.4. barrier or similar type of kerbs shall be laid continuously except at junctions and cross overs.4.4. Landscaping and Environmental Requirements This shall be done as per paragraph 10.4. shifting of public utilities and other preparatory works along the three corridors so as to maintain the city functions and to improve the street – scope along with the implementation of Rail Project.4.3 9.5 173 . Decommissioning or dismantling of any part of the existing vehicle traffic control system and setting up temporary traffic lights at junctions to use the construction site shall be carried out by the Concessionaire under the supervision of the concerned traffic police and relevant Municipal Corporation.15.6 9.4.5 9.8 9.2 The final configuration changes planned for road ways/streets shall be designed by the Concessionaire for review by the IE.4 9. and miscellaneous infrastructures like new access to premises. Adequate number of regulatory.7 9.1 Re-instatement Works.4 9. The scope of works shall cover: (i) (ii) (iii) Roadways and pedestrian ways. design and build all re-instatement works.
Chapter 10 Station Planning and Design .
3 10.1. and minimize visual intrusion into the urban landscape.1.2 General This section lays down the standards for planning and design of stations.1.5 10.1.1.6 10. and shall consider: (i) Integration of Stations with the existing urban fabric. open. The station shall enable a safe.1 (ii) (iii) 177 . the public and operating personnel shall have the first priority. Location of Stations is indicated in the DPR. The Station planning shall permit maximum cross ventilation and natural light for the Station as well as for the roadway below the Station.1 10.Chapter 10 Station Planning and Design 10. well lit and consistent with the environment. This clearance of 5. Safety of Users.2. respect for local traditions. and passenger design loads for the Rail System.1 10. 10.7 10. the overall width shall be governed by site conditions.2 10.1. safe and rapid access to and from metro facilities.5m (min) at concourse level at Stations. reliable. separation of traffic modes to allow convenient. Where Stations are located outside the road land width.4 10. cost-effective and customer oriented public transport system.1.50m shall also be available outside the Station area on road side beyond vertical plane drawn on outer face of crash barrier of elevated guideway supporting column.8 10. Road clearance shall be 5. The Station shall be visually appealing. Facilities shall be provided for handicapped persons.9 10.1. Change in location of Stations along the already finalized alignment is permitted to minimize relocation of existing features and to provide better connectivity and traffic integration.1. The overall width of Station structure shall be limited to be within the road width including foot paths. Site Access and Circulation Circulation patterns for traffic within Station sites and on approaching streets shall be site specific. The space and facilities at Stations shall satisfy functional requirements in the peak hour for the target year under all operating conditions. spacious. merge with the surroundings.
5 10. energy efficient and with a Station architecture that is site specific and environmentally compatible. Station and property development circulation shall be separated as far as possible. 178 .3. 10. appropriate roof and ceiling heights should be provided.4 10. Station parking areas.2.3. and car with parking facilities wherever feasible. in most cases.2. scooter and cycle with parking facilities. The design should identify significant architectural features which should be taken into account.188.8.131.52.2.3. tastefully designed reflecting local culture and flavour. functional aesthetics.6 10.1 Site Circulation Parameters Site circulation and Station circulation shall be separated vertically.2.3 10. An entrance shall be visible from the bus-loading area. unobstructed large span structural systems should be adopted. shall be visually appealing. Sightlines at merges or intersections shall be left clear. with the Station above the site circulation. auto-rickshaw. shall be laid out so that queuing for parking will not obstruct bus circulation or automobile and taxi drop-off areas. Covered access from the vehicle drop-off areas to the Station entrance shall be provided. user friendly.3.7 10. and taxi. allowing easy orientation for drivers and facilitating movement of pedestrians. Where conditions permit.2 10.2. cycle-rickshaw and car drop-off. Site circulation layouts shall be simple and direct.2 Access Modes The Stations shall be designed in a manner that enables Users to arrive at and depart from the Stations via the following modes: (i) (ii) (iii) (iv) Pedestrian walk-in.3 10.MANUAL OF SPECIFICATIONS AND STANDARDS 10.2.2. Station Architecture The Stations being windows to the metro service.3 10. with turning loops eliminating intersections and conflict movements within the site. 10.3. if possible and at a minimum shall be easily accessible from the passenger loading area.4 Station Quality The considerations in a quality design are: (i) (ii) (iii) Aesthetic and functional qualities are to be incorporated. roadways shall be one-way circulation. bus.
6.1 Pedestrian Access Direct and safe approaches for pedestrians shall be provided into the Station area from all adjacent streets.3 10. All non-public spaces including stairs and ramps shall have a minimum ceiling height or vertical clearance of 2.6 10. or a material of similar colour.4 m. 10. At all pedestrian crossings. 10.8 10. Pedestrian crossings shall be emphasized with textured pavement of crosswalk marking. with adequate queuing space at all passenger service areas without disrupting normal User flow. ventilation. wherever possible.6.5 10. and provision for free and safe flow of Users.2 10.6. the design should make efficient use of space which aesthetically integrates lighting.6. All kerb cuts shall be marked with signs.7.6. the paving material.STATION PLANNING AND DESIGN (iv) (v) facades and other structural systems should provide adequate weather protection and natural light.7.2 179 . Vehicles shall enter from secondary roads. Vehicular Access Vehicular entrances shall be located to distribute traffic loads evenly over the site. Pedestrian crossings at streets wider than four traffic lanes shall have a refuge area in the median.6 10.5 Spatial Vertical Clearances (a) (b) All public spaces including stairs and ramps shall have a minimum ceiling height or vertical clearance of 3 m. The parking pattern shall allow pedestrians to walk toward the Station with a minimum of traffic crossings.1 10. communications. Where major pedestrian paths cross roadways. kerb cuts shall be provided for persons with special needs. with provision of space for short waiting periods. Dimensions of pedestrian walkways and crosswalks shall comply with The Indian Roads Congress (IRC) codes and standards. shall be carried across the roadway to emphasize the pedestrian right-of-way.4 10. (vi) 10. and electrical and mechanical systems.7 10.6.6.7 10.6. Pedestrians shall have the right-of way over vehicle at crossings of internal roadways. Pedestrian crossings shall have good visibility for both pedestrians and road vehicle drivers.
8. Entrance and exit gates shall be operated by means of a card validated at the parking shroff (parking check points). Station Parking Where Station parking is at-grade.MANUAL OF SPECIFICATIONS AND STANDARDS 10. stair and escalator space requirements shall conform to NFPA 130. All public parking places shall be numbered.1 (vii) emergency evacuation exits.7. The following elements are to be designed and provided for: (i) (ii) (iii) (iv) (v) (vi) Adequate ventilation and lighting for the road users below. Parking shall be on a pay per entry basis.2 10.6 10.1 10. Additional bus lay-bys shall be provided as per site specific requirements and demand forecasts.4 10. passenger kiosks and commercial kiosks. from those of bus and auto drop-offs. landscaping shall be used to sub-divide the parking area and to provide shade. Station Design Requirements Station Configurations Stations shall be designed for peak flow of User traffic and the requirements of future Train services and shall follow NFPA 130. ticket counters/Automatic ticket vending machines (should be provided before access to gates/validators).8. 180 . Subways.8.8 10. Emergency vehicle access shall be provided to all building structures. where possible. Parking designated for persons with special needs shall be located as close to the Station entrances as possible.7.8.4 10.5 10.3 10. Roadway crossings from these spaces to the Station entrance shall be kept to a minimum. space for passenger operated machines (Automatic Ticket Dispensing Machines) for future. especially the Station entrances.8. Station access roads and parking lot perimeter roads shall accommodate emergency vehicles including fire trucks.8.9. customer service center.9 10. Bus lay-bys shall be provided at Stations to facilitate User transfers to bus transport in the event of Emergency or Train failure.3 Entrance and exit from Station parking shall be separated. 10. User amenities to help in decentralizing customer volume and to facilitate easy maintenance.
well lit and with good visibility. and parking areas. All passenger routes of travel shall be clearly defined. Transparent material for door of the cabin of stair wells and elevators shall be provided. with doors opening both ways.STATION PLANNING AND DESIGN (viii) AFC system and AFC gates. name boards and route maps. Shatter guard protection shall be provided for glass windows/doors. (a) (b) (c) (d) (e) (f) (g) (h) Stations shall be open. Access points to parking area shall be minimized.9. (xiv) requirements for physically challenged Userss and senior citizens. Adequate lighting shall be provided. (xv) landscaping works. other building/structure areas.3 The Station design shall conform to the following standards: (i) The Persons with Disabilities Act. and shall be direct.2. lifts and stairs. (ix) (x) (xi) parking and circulation area for traffic integration. Hiding areas shall be minimized. escalators. 10.9.9. (xiii) signages. spacious and well lit so as to maximize visibility of people.1 Design Features for General Station Security The Station design should be such as to promote real and perceived security for the Users.9.2 10. 181 . minimizing shadows and avoiding dark areas. The following features shall be incorporated in Station design to maximize safety and security of the metro system and its users. (xvi) security alarm and fire protection system to be located in Station manager’s room complete with fire fighting equipment as per requirement of concerned authorities. and (xvii) lightning protection and primary surge protection system for incoming power supply to the building and for sensitive relays and electronic equipment. 10. platform. Planning shall provide for open lines of sight to as much area as possible. (xii) on line Passenger Information System including digital clocks and PA system.2.2. Station entrances and exits to allow for entry/exit of Users under normal and emergency conditions.2 10.
9. 10. (viii) lighting. Information Displays Signages shall be user-friendly and shall provide information essential to Users. and furniture fixtures and equipment. ADA Accessibility Guidelines for Buildings and Facilities (ADAAG). (vii) commercial areas. security and orientation when entering.3. NFPA 70-National Electrical Code.3 10.4 Handicap Accessibility The Railway System design shall conform to the following reference standards and regulations (a) (b) (c) (d) The Persons with Disabilities Act.9.3. User information shall cover the following as the minimum: (i) Static signages such as Station name. (ix) (x) 10.2. toilets – public toilets to be provided in non-paid areas.3.9. and NFPA 130-Standard for Fixed Guideway Transit and Passenger Rail Systems. engendering a sense of reassurance. International Building Code. exiting or transferring. Station layout. destination of services.2 10. Essential public information signages shall be of retro-reflective high intensity prismatic boards or equivalent.9. Americans with Disabilities Act (ADA). access to Station and circulation.9.3 182 . NFPA 72-National Fire Alarm Code. It shall Guide Users to various Station areas.MANUAL OF SPECIFICATIONS AND STANDARDS (ii) (iii) (iv) (v) National Building Code. safety and security. as applicable to (i) (ii) (iii) (iv) (v) (vi) Planning and Design Principles.1 signage and graphics. waiting area and ticketing. platform 10. provide information of the Station and its services and provide information on Train services.
and (vii) rules of conduct to Users.4 Major information to Users such as platform number.6 10. Advertisement Advertisement installations may be installed in public areas and at Station site areas including at inter-modal transfer facilities.4. entry. exit etc shall be in letters of size not less than 300mm.3.7 10. Station circulation pathways or create safety hazard and shall be compatible with Station design including signage and art installations Commercial third party advertising or news messages shall not be combined with messages to Users on railway services. lifts and escalators.5 10.4.2 10. and perpendicular to the line of sight.4 10. All signages shall have alternate pictorial signages of same size as the letters.9.9. emergency exits. The installations shall be of standard sizes with fire resistant/ non-combustible materials.9. and exit.9.9. way finding signs. entry. For other information. size and color code shall be decided in consultation with the IE. direction.4 183 . (ii) (iii) (iv) (v) (vi) variable signages such as real time travel information to customers. 10.4. position of doors of Coaches.3.9. and signages shall be placed on the left side of passages including stairs. The technical fabrication details for the fixed hardware system shall be in accordance with security requirements.1 10. direction. 10. 10.9.9. signs shall be placed at decision points.3 10.3.3.3.9. intermodal connections.STATION PLANNING AND DESIGN number.8 Lighting levels shall be so designed that general lighting does not overpower the light emitted by signages.4. maps and long term changeable information on scheduled services. information on the use or operation of a place or system.9. The following principles shall be followed for placement of signages: (i) (ii) (iii) User information displays should be so located that Users seeking information have ready access without obstructing free flow of Users. Advertisement installations shall not adversely impact metro operations.
Emergency Egress Station design should allow safe evacuation of occupants in an Emergency.5.MANUAL OF SPECIFICATIONS AND STANDARDS 10.9. Section-5. whichever is more shall be used.6 10.2 10.6.2007 Edition.7 10.Means of Egress.1 m above finished floor.5. 10.5 10.9.6. fittings. non slip and visually pleasing finish using heavy duty homogeneous tiles. Fire detection and suppression shall be generally as per NBC – 2005. For calculation of occupant load. the Station design shall meet the requirements for Stations as provided in NFPA 130.1 Platform Platform length must allow safe access to all doors of Trains including door to the drivers cab and shall accommodate the longest Train plus allowance for inaccurate stopping. projected ridership figures or maximum Train load capacities as per future plan.184.108.40.206.5 10. Each Station shall have a minimum of two main access/egress points remotely located from one another.3 10. Platforms shall have a clear head room of at least 3000 mm to structures and platform signs to a width of at least 2000 mm from the platform edge over their entire length.6.8 10.9.9.2 10. Item 5.4 184 .9.9.3 10. The maximum travel distance to an exit from any point on the platform shall not exceed 100 m. Suspended signs. and fixtures shall have a minimum clearance of 2.9.5 . Users waiting to board and those normally alighting from the next Train in each direction should be evacuated.6.9. Roof shall be provided over the entire platform.6 10. Platform should have clearances as per Schedule of Dimensions. There shall be sufficient exit to evacuate the Station occupant load from the Station platform within the time period prescribed as per NFPA 130 standard.5.9. Occupancy at the time of evacuation should be based on peak usage with 5 minutes delay to the scheduled Train service in the busiest direction only.9.4 10.0 m wide. Platform floor shall have durable.5. For egress/fire evacuation measures.9. Minimum 4. side platforms built approximately to the height of the Coach floor and designed to give free visual access along its length shall be provided. Ramps to assist wheel chair users to board/alight Trains shall be provided with step-free access. Platform width shall be calculated as per NFPA 130 for a minimum level of comfort E.9.1 10.5.9.
1 General (a) The positioning of escalators.10.1 10.7. escalators.2 Elevators.1.10. elevators and stairs should be integrated 185 . a means of monitoring fire detection systems.1.4 10.3 10. 10.9. 10.2 10. 10. and (vii) CCTV monitoring of all Station areas. a means of monitoring operation of lifts.7.2.9. The non public areas should be provided with a warning cum address system to alert staff inside plant and machine rooms.7 10. Public Address System should be protected as per provisions of IS: 3218.2 The equipment under local central command shall include the following as a minimum: (i) (ii) (iii) The entrance closing gates of the Station.1. and installed in accordance with IS 3218: Code of Practice for Fire detection and Alarm Systems.4 For dealing with Emergency.10.1. Escalators and Stairs 10. and escalators and lifts. An electrical fire alarm should be provided for manual operation by Users/ staff.10. ticket barriers and other equipments.STATION PLANNING AND DESIGN 10.9. the control should also have the following: (i) (ii) (iii) (iv) (v) (vi) An Emergency procedure information system.3 The local central management unit shall be the relay to the OCC 10. Fire fighting equipment should be provided as per Applicable Law.10 10.10.1 Fire Precautions The choice of materials in public areas of Stations should be such as to keep the fire load and the smoke and toxic gas generation in the event of a fire to the minimum practicable level. public address system.10.10. Performance Requirements Centralized control of the Station E&Ms.7. a means of summoning Emergency services.9.9.1 All Stations shall have a dedicated central management unit of all major E&M equipment so that the maintenance staff can have control over them.7. 10. lighting. communication system.
Elevators shall be provided with Lift safety instructions announcement system to facilitate use of elevators by “visually – impaired” commuters. During a fire situation.2 Elevators (a) Elevators with a carrying capacity of not less than 10 Users and designed to accommodate wheel chairs shall be provided. (b) (c) (d) (e) (f) (ii) (g) (h) Elevators shall have Variable Voltage and Variable Frequency (VVVF) drive system. or equivalent to allow for the emergency release of Users at nearest landing. The elevators shall comply fully with the National Policy for Persons with Disabilities – 2006. Elevators shall be electric traction type and machine-room less arrangement with the traction drive motor and controls mounted within the hoist way of the Elevator at the top landing. Elevators shall comply with BS 7255 – “Code of Practice for safe working of lifts”. Elevators shall be type Class A for passenger loading and shall comply with NFPA 101 Fire Life Safety requirements. Elevators shall have minimum opening dimensions of 900 mm x 2100 mm and shall be rated for a minimum 1000 kg load. the use of elevators shall be prohibited. They shall be suitable for service as public service/goods elevators and shall be rated for a minimum of 180 movements/hour.MANUAL OF SPECIFICATIONS AND STANDARDS with User flows throughout the Station.2. This shall include: (i) an alarm button at low level in elevator and two way speech communication with Station control both being controlled from a supply independent of elevator main supply. (i) (j) 186 .10. and emergency lighting and intercom for a duration of 3 hours. Elevators shall comply with NBC-2005 and BS-EN 81 and other appropriate international codes and standards and relevant statutory requirements. Elevator doors shall be heavy duty and all accessories shall be of the “anti vandal” type. (b) Adequate space for queuing shall be provided for all escalators and elevators. Elevators shall be equipped with Automatic Rescue Device and electrically operated proximity detector device(s) installed on the leading edge of the car doors to create a three dimensional zone of protection for the entire height of the door opening. An intercom system shall be provided between the Elevator and the Station Control Room (SCR) for emergency communication. These shall be positioned to encourage left hand circulation and minimize conflicting User movements. 10.
822. are as follows: IS: 14665. Guidelines for safety of elevator circulated vide A. whichever is greater shall be provided at the top of each elevator shaft. The control system shall be microprocessor based to control the Elevator position and operating sequence logic and have the facility for transmitting function and fault data. Capacity and travel speed of escalators shall be computed as under: (i) (ii) (c) Capacity Travel Speed – – 60 to 90 persons per minute (minimum) 14. 3. Monitoring and control of the Elevator operation shall be through the system of Station Management Systems (SMS). whichever is more.5 % of the cross-section of the elevator shaft.3 m² or. Escalators shall be designed for continuous operation in either direction (d) (e) 187 .2. IS: 15330. series circular no. C-31011/1/2001-AVII. two lanes wide. The ventilation openings shall have a minimum free area of 0.STATION PLANNING AND DESIGN (k) Elevators with single access shall include a laminated framed safety mirror in the rear panel of at least half of the elevator height. Operating panel buttons shall be a minimum of 50 mm diameter and shall also have the operation of the button superimposed on it in Braille. Additional codes and standards applicable. or 3. (l) (m) (n) (o) 10.10. concourse and platforms to meet the requirement of the Key Performance Indicators and NFPA-130. IS: 7759. V. monitoring and control of the operation being through the system of SMS.3 Escalators (a) Escalators shall be provided at all Stations to assist vertical User traffic flow between street level. Escalators shall be reversible. They shall have four (4) flat treads at entry and exit and be equipped with double safety brushes on either side.3 m². A ventilation opening or duct to open air of area 0. of India vide their letter no. issued by the Ministry of Urban Development and Poverty Alleviation.63 m/minute (vertical component of travel speed) (b) Escalators shall be used as stairways in stationary position during an Emergency for Station evacuation.2001. Govt. for ease of reversing of wheel chairs from the elevators. dated 7. having a minimum width of 1000 mm with a width at hip height of 1200 mm.5% of the cross section of the elevator shaft. IS: 1860. IS: 15785: “Guidelines and space standard for Barrier free Built Environment for Disabled and Elderly Persons” published by the CPWD (Central Public Works Department) India. All escalators shall be of a standard pattern.12.
0 m.10. Escalators shall conform to BS EN 115: Safety rules for the construction and installation of escalators and passenger conveyors. (f) Materials of construction for escalators exposed to high ambient temperatures and dusty and dirty conditions shall be suitable for these aggressive conditions. Riser shall not be more than 150 mm. Escalators shall be so designed that routine operation and maintenance can be performed with minimum disruption to Station functioning. 10.1 Interchange Stations Where two corridors intersect.65 m/s. They shall be suitable for service as public service escalators /passenger conveyors.MANUAL OF SPECIFICATIONS AND STANDARDS for a period of not less than 20 hours per day. seven days per week. Step noses shall be rounded and color contrasted. The stairway must be well lit. During periods of no occupancy.2 m/s and come to halt if not occupied for 5 minutes.10. When a stair runs along side of an escalator.2.10.5 and 0. relevant provision of NFPA 130 shall apply. Escalators shall comply with BS-EN 115.3 Inter-change/Intermodal Stations 10. the speed shall automatically reduce to 0.4 Stairs (a) (b) (c) (d) (e) (f) (g) (h) All steps in a flight of stairs should have the same dimensions. a joint Station shall be provided with the 188 . (g) (h) (i) (j) (k) (l) 10. the angle of stair nosings shall be aligned with those of the escalator and should be below the line of the escalator treads. Minimum head room over a stair shall be 3. Hand rails shall be provided at a height of about 900 mm. The angle inclination of the escalators shall be not more than 30° to the horizontal with two tread band speeds of 0. at temperatures varying between 5°C and 46°C.3. For fire escape stairs. Access shall be provided to the escalator underside for cleaning purposes. Escalators shall be located along the normal and direct path of User circulation and be easily identifiable. Minimum width of stairs shall be 1500 mm. Tread of steps should be minimum 300 mm. Operation of escalators (starting and stopping) shall be controlled from upper or lower level and from the Station Control Room.
(c) Skid-resistant (for walking surfaces) Use floor materials with skid-resistant qualities.11. stairways.1 Safety (a) Fire Resistance and Smoke Generation Use materials with minimum burning rates. mezzanine in between to facilitate the interchange of Users between upper and lower platforms. environment friendly and pleasing. and (alternative design enabling interchange at equal or more efficiency may also be adopted) (iv) ticket vending facilities.11 Materials and Station Finishes The materials selected and finishes adopted for floors. Required street lay out around the Stations for ensuring proper flows of urban traffic and Users shall be done. 10. walls and ceilings should provide comfort and safety.3. 10. improve the aesthetics. and areas around equipment should have flooring having high skid-resistant properties. The materials chosen should be durable. seismic forces. fire resistant. vibration. The following static coefficients of friction shall be provided as a minimum: 189 .1 Basic Requirements 10.2 Inter – modal Stations Design of the Stations shall integrate bus stops arrangements of the main or feeder bus line(s) crossing the corridor. (b) Attachment Eliminate hazard from dislodgment due to temperature change. aging. upper level platform. For Stations with possible interchange with railway stations. vandal resistant.1. platform edge strips. by using proper attachments of adequate bond strength. Entrances. consistent with requirements of Fire/Life Safety requirements. smoke generation. street lay-out arrangements for ensuring proper User flows between the railway station and the metro station shall be provided. 10.10. operable and maintainable with minimum resources.STATION PLANNING AND DESIGN following features: (i) (ii) (iii) Lower level platform. wind. be durable. or other causes. and toxicity characteristics for Station finishes.11.
2 Durability Use materials with wear resistance. sloping sidewalks-0. quality.11.1. and weathering qualities consistent with their initial and replacement costs. ramps. The Concessionaire is required to describe procedures for removal of more serious defacement for each finish in public areas and within 3 m of the floor surface.11. attractiveness.5 Aesthetic Qualities Create feeling of warmth. Contrast Platform edge strips shall be of visually-contrasting material.4 Resistance to Vandalism Materials and features that do not encourage vandalism and are difficult to deface. and civic pride in the facility. Spare materials shall be available for tile and other unit materials.3 Ease of Maintenance (a) Cleaning Use materials which do not soil or stain easily. Materials shall be colorfast.6. (Say a quantity of approximately two percent of the total used. and area around equipment-0.11. 10. and their location in the Station. interior-0. if damaged. All surfaces exposed to the public are to be finished in such a manner that the results of casual vandalism can be readily removed with normal maintenance techniques.6. strength. stairs.5.8.1. Materials shall be cleanable with standard equipment and cleansing agents. are easily repaired or replaced without undue interference with the operation of the System.1.MANUAL OF SPECIFICATIONS AND STANDARDS Coefficient of Friction (i) (ii) (iii) (iv) (v) (d) Public horizontal surfaces-0. 190 . 10. 10. exterior-0.1. damage or remove shall be provided. non-public horizontal surfaces.6.11. (b) Repair or Replacement Use materials which. as part of the Maintenance Manual. The materials must maintain good appearance throughout their useful life.). non-public horizontal surfaces. and on which minor soiling is not apparent. 10. which have surfaces that are easy to clean in a single operation.
11. dense. 10. Rough surfaces are desirable where a skid resistant feature is important.1 Surface Applied materials shall be hard. non-staining.11. a 100 mm wide yellow warning strip shall be placed adjacent to the 500 mm paver at platform edge. acid and alkali resistant. with sufficient contrasts and accents to provide visual interest and warmth and to conceal minor soiling.2. Monolithic materials may be used if they have inherent soil hiding characteristics that can be easily repaired without the repair being noticeable.3 Texture Smooth surfaces should be preferred over rough ones for ease in cleaning and being less prone to catch settling dust.6 Cost Materials shall be selected for long life.2. A distinctive texture shall be provided at the platform edge when open or operable to the tracking to enable the blind to sense the platform edge.STATION PLANNING AND DESIGN 10. of long life and low maintenance. good cleanliness levels. flush. 10. 10.2 Color Colors shall aid maintaining high illumination levels.2. and the appearance of high cleanliness. Surfaces within reach of the public. 10. upto 3 m above the floor level may be finished with applied materials.2. easy to replace and overall aesthetic and functional qualities. 10. non-porous.2 General Criteria Certain general criteria for finish materials are indicated below to achieve the goals outlined above as well as those.2.11. which would result in a high level of illumination.11. and are acceptable where surfaces are difficult to reach. limited in number and using the best possible materials. 10.11. 191 .5 Joints Joints should be small. Horizontal joints should not be raked but should be flush or tooled concave. Monolithic materials should have adequate control joints and expansion joints at the proper spacing in order to prevent surface cracking.2. To provide uniform contrast ratio in all Stations.11. low maintenance.11.4 Unit Size Unit should be large enough to reduce the number of joints yet small enough to conceal minor soiling and scratches and to facilitate replacement if damaged.
10.12 American Architectural Manufacturers Association(AAMA).11. (vii) American National Standards Institute(ANSI). finishes in all other areas shall be Class B as defined by NFPA 101.10 Flammability Interior finishes including doors/ windows shall meet requirements of the code and the fire/life safety requirement: (i) Finishes for all protected exit ways shall be Class A as defined by NFPA 101. (ii) (iii) 10.MANUAL OF SPECIFICATIONS AND STANDARDS 10. Landscaping at Elevated Station Complex and Guideway Alignment Landscaping of all areas within the Rail System shall be undertaken in consultation with the Government. Domestic products shall be selected unless the product is not available within the country.2. 10. stairways. (ix) (x) 10. and NFPA Codes.2.11.2. National Fire Protection Association. ASTM Standards in Building Codes. 192 .2.11. and vestibules shall be considered exit ways.11.8 Proprietary Materials Proprietary items shall only be used where it is established that no other materials would meet the particular design requirements.3 Reference codes and standards The following codes and standards shall be adopted: (i) (ii) (iii) (iv) (v) (vi) National Building Code.9 Installation Standards Materials shall be detailed and specified to be installed in accordance with industry standards and manufacturer’s printed directions. International Standards Organization(ISO). and combustible adhesives and sealants may be used when they meet the requirements stated above.11. Platforms. Bureau of Indian Standards(BIS). mezzanines. corridors. 10. American Society of Civil Engineers(ASCE).7 Availability Materials selected should be readily available. (viii) British Standards(BS).
1 Environmental Protection Requirements General The Concessionaire shall implement requirements applicable to the Works. Shrubs.15.15 10. Particular attention shall be paid to the minimization of noise at the low end of the acoustic frequency spectrum. of the structures shall minimize as far as practicable the radiation of noise due to vibration caused by the passage of Trains.12.2 Noise 10.2.1 The design of the permanent works shall comply fully with the following requirements: (i) All parts.2 Station Areas Appropriate planting should be provided to enhance and soften the appearance of the Station box. determined in consultation with the IE. 10.15. installations. Stations.3 Depot Areas Appropriate planting should be provided in the Depot area. and 193 . rules. 10. 10. 10. buildings etc. including non-structural parts.12. the environmental protection 10. along the entire reserve boundaries at both sides of the Rail System including Depots.14 Fencing The Concessionaire shall provide appropriate vandal-proof perimeter fencing at suitable locations. Watering points shall be provided at appropriate centers along the median.13 Rain Water Harvesting The rain water harvesting of the runoff water within the Station areas shall be planned as per the policy.12. 10.STATION PLANNING AND DESIGN 10. trees and ground cover suitable to their location and the city environment shall be provided within the full length of the central median to improve and soften the impact of the structure on the city scene after completion of construction. requirements and methods of the State and the Central Government. the approach structures and the inter change areas. norms.1 Rail System Alignment Suitable landscaping and appropriate vegetation along the route of the viaduct shall be provided to improve the aesthetic appearance.15.
They shall be supplemented by providing sound absorption material on sides of the viaduct superstructures. The choice of barrier type and their disposition along the parapet / railing shall be closely related to aesthetics of the structures.15. and shall utilise GRC panels or similar construction. Additional noise barriers shall be provided in lengths of viaducts and bridges passing through sensitive residential or hospital zones.2 Allowable Range of Noise levels: The allowable range of noise levels for different land uses are: Residential Business and Commercial Hospitals Rural 10. 10. : : : : 50 – 70 dbA 75 dbA 60 dbA 45 – 50 dbA 194 .2.2. design of parapet walls and treatment of their track side surface.3 Provision of Noise barriers: Noise shall be reduced to locally acceptable levels by provision of low vibration track forms. non-combustible and vibration absorbing / dampening.MANUAL OF SPECIFICATIONS AND STANDARDS (ii) walls and slabs intended to contain airborne noise from the Trains shall be of concrete of 200 mm minimum thickness and shall be purposemade.15. resilient base plates.
Chapter 11 Building Services .
1 Electrical Services General (a) (b) The electrical power design shall comply with the relevant current International standards. normal lighting.2. 11. The LV power supply system shall include: (i) (ii) (iii) (iv) (v) (vi) MCC/LV switchboards / distribution boards and associated cabling. 197 .1 General A building management system shall be provided for control and monitoring of E&M services at Stations and Depots. and non-essential equipment. Emergency backup supply shall be in the form of a UPS system and a Diesel Generator of adequate capacity at each Station. automatic power factor correction system to appropriate power factor. local codes and statutory requirements. earthing and bonding system. 50 Hz. commencing from incoming LV cables connecting to the LV terminals of the 33/0. and operationally critical facilities. The E&M equipment shall be classified into the following categories: (i) (ii) (c) Essential equipment.2 11. 4-wire low voltage power distribution system.Chapter 11 Building Services 11. and (e) (vii) lightning and surge protection system. systems and cable galleries / ways in the Stations. all LV supply routes for designated services. This section lays down the standards and performance requirements for the building services. emergency lighting for Stations and approaches to Stations. 3-phase. (d) The electrical power system shall consist of TNS 415 V. Essential equipment shall comprise the following: (i) (ii) those required to maintain the Rail System safety.415 kV transformers.
cables and components comprising the distribution system shall be designed to operate at a nominal temperature of 50°C. IEC 947. EN 50081 and EN 50082 for electronic equipment and CENELEC EN 50121 for fixed power supplies. stray current corrosion and radio frequency interference (RFI) criteria. the current rating and type of unit being appropriate to the application with nominal voltage to earth of 230V. The circuit breakers shall also meet the fault conditions specified for the board. AC 23A. the conversion shall be carried out via dry type transformers of adequate capacity to allow the use of power from this source. (b) (c) 198 . All equipment. Where any other voltage is required for a particular piece of plant. current and fault duty to which they are exposed. The minimum category of duty for units of 50 amps and below shall be 9 kA (M3) and for all others Moulded Case Circuit Breakers (MCCB) shall be used. 11. including regulation of the transformer. All cables shall comply with IEC 331-1. and EN 60947.2. Miniature circuit breakers shall be in accordance with IEC 898.4 Circuit Breakers (a) Circuit breakers shall comply with IEC 890.2. The distribution system shall comply with national and international standards with respect to electromagnetic compatibility. (b) (c) (d) 11. The distribution system shall be designed to supply power with a variation of +/. Any circuit breaker shall have the design uninterrupted current rating (when enclosed in its operating environment with its rated operational voltage) the same as that specified for the switchboard. BS 5486-12 or equivalent. The 415V 3-phase 50Hz power supply shall be connected to the main distribution board (MDB) at each Station.3 Switchgear All assemblies of switchgear and control gear shall comply with EN 60439-1. 11. corrosion protection.2 Low Voltage Distribution (a) The power supplies shall be distributed at either 415V three phase and neutral or 230V single phase and neutral as necessary.2.MANUAL OF SPECIFICATIONS AND STANDARDS A power system analysis shall be provided to verify that all equipment chosen are rated for the voltage. EN 50121-2.10% in the worst case. From there it shall be distributed as required and shall include the provision of feeders to the plant rooms from the Station UPS. Low voltage air break switches shall comply with IEC 408 with an uninterrupted rated duty and utilization category.
2. Switchboards shall be located in dedicated electrical equipment rooms. and IP 43 for installations at concourse level or in plant rooms. The short time withstand current of the switchboards shall be 50 kA for 1 second and shall have a fault withstand classification of Class 3 for a supply voltage of 415V AC between phases. cable trays. Cables for use on the 415V AC system shall be multi stranded copper cored XLPE Cables. When necessary. Switches for ‘emergency’. feeder circuit breakers shall incorporate reverse current tripping. (c) (d) 11. IP 54 for installations at platforms. Typically these would be the following: (i) (ii) (iii) (iv) (c) IP 54 for outside installations but installed within an enclosure rated to IP 65.7 Protection Circuits (a) Protection circuits shall be provided for all main and sub circuits against 199 . conduits.6 Cabling (a) (b) All cabling materials and installation shall comply with the requirements of IEC 331-1. Adequate degrees of protection shall be provided for the equipment dependant on their location.5. The circuit breaker shall comply with IEC 947-1 (5. where necessary to maintain the service. control gear and components. battery rooms and closets. IP 54 for installations at mid section. 11. also be lockable in the closed (ON) position. Switchboards shall have sufficient space to house switchgear. Armoured XLPE insulated underground cables shall comply with BS 6346. cableways and brackets for future expansion. Sufficient spare space capacity shall be provided for anticipated future expansion. Sufficient spare capacity shall be provided for all cable trays. at 50 Hz.BUILDING SERVICES (d) (e) All MCCB shall have a 50 kA rupturing capacity.2. trunking. All switches and isolators shall be lockable in the OFF position.5 Switchboards (a) (b) Switchboards shall comply with IEC standard 439/1. All conductors shall be enclosed in their entirety in armour sheaths. (f) 11. ‘essential’ and ‘semi-essential’ shall.2.4) and be of the break type having an uninterrupted rated duty and utilization category AC3. boxes or cabinets which shall be capable of being subjected to temperatures up to 50°C for 1 hour. Heat resisting cables shall comply with BS 6007.
9 11. steps. (c) 11. subways. lighting shall not blind Train operations. The protective devices shall be capable of interrupting (without damage to any equipment or the mains or sub circuits) the short specified maximum short circuit.1 Station lighting General (a) (b) (c) Station lighting shall be energy efficient. ramps.9. employees and Emergency Services required for evacuating the system under an emergency.2.2.8 Metering All instruments and meters shall be completely segregated in instrument compartments. lighting shall be compatible with that of the Train. escalators and stairways shall be well illuminated. 11. A reduced intensity shall be provided at platform ends (particularly the leading end) to reduce the glare to the driver while entering the Station. all Station premises to which Users have access. Lighting levels shall be graduated consistent with safety and comfort avoiding abrupt change in illumination levels. residual current. (iv) (v) (vi) (vii) platform lighting should high light the platform edge.2.MANUAL OF SPECIFICATIONS AND STANDARDS the following: (i) (ii) (iii) (iv) (b) Excess current. trackway lighting shall be sufficient to define a path for the prompt safe and orderly movement of patrons. stairways. and escalators should be permanently lit when there is no day light. 200 . BS 7375 and any other applicable Standards. The following general guidelines shall be followed: (i) (ii) (iii) At Station entrances where Users enter from sunlit streets. Discrimination shall be in accordance with BS 88. including foot bridges. at platform level. a graduation of the lighting level shall be provided. BS EN 60898. The need to highlight information panels and to illuminate the Train surface for the ease of Users when alighting the Train shall be taken into account. under and over voltage. and earth faults.
unimpaired by waiting Users. (xv) luminaires shall have the degree of protection dictated by their location.BUILDING SERVICES (viii) Station name boards should be conspicuously visible along platforms at intervals.9. dark recesses and areas of poor lighting levels. National Building Code. and (xix) lighting levels shall be uniformly distributed throughout as far as possible and be designed to prevent glare. Where luminaires are subject to excesses of dust and water. a high degree of protection. luminaires in Station Control Rooms shall be positioned so that no reflected glare from dials or monitor screens interferes with the operator’s vision. EN 13201– Road Lighting. (xvi) the light fittings shall not emit toxic gases in the case of fire. outdoor lighting shall be provided as required outside Stations. (xiii) multi purpose wall lighting and feature lighting shall be provided to illuminate signage. avoiding abrupt changes in illumination levels. (xi) (xii) lighting design shall take into consideration the use of daylight as far as possible for energy conservation purposes and suitable controls shall be provided accordingly. 201 . 11. BS-EN 60598 – Luminaires. typically IP 65 shall be employed. Lighting levels should be graduated consistent with safety and comfort. advertisements and specific areas such as help points and/or Designated Waiting Areas (DWA). particular care shall be taken as to the type and distribution of light fittings. Mechanical protection of luminaires against damage from impact wherever the risk occurs. (xviii) in general the luminaires shall have a minimum down light output ratio of 70%. (ix) (x) when CCTV is being used. and well lit during hours of darkness.2.2 Lighting Standards The lighting system requirements shall comply with following standards: (i) (ii) (iii) (iv) BS 5266 – Emergency Lighting. shall be provided in the form of wire guards or other such devices. (xiv) lighting in public areas shall be controlled by Station Management System. (xvii) any required illumination shall be arranged such that any failure of any single lighting unit shall not leave the area in total darkness.
Code of Practice for Interior Lighting (as per CIBSE) and CIE recommendations for Glare Control.9. (c) (d) (e) 11. rooms Electrical switch rooms TSSs and ASSs Escalators and Lifts Passenger Help Points (DWA) Operations/control rooms Escape routes and stairs Platform (Edge) Normal Level in lux 200 200 200 150 200 300 (panel face) 20 250 Emergency Lighting in lux 30 30 30 30 30 30 10 37. The normal supply to emergency lighting shall be through an automatic changeover switch and UPS.2. as a minimum. including passages. Emergency lighting shall be provided in all public areas. In each room at least one luminary shall be connected to the emergency supply. 11. Emergency lighting shall comply with IS 3217 – Code of Practice for Emergency Lighting. emergency lighting shall define a path of egress to assist in safe evacuation. escape/exit routes including control rooms and plant rooms. exit signages. In the event of power failure.9. The minimum levels of illumination shall be maintained for at least three hours during the failure of the normal supply of electricity. The output of the UPS shall be channelled through separate circuits to feed each area.5 202 .4 Illumination Levels The following table indicates the design illumination levels that the Concessionaire shall provide.3 Emergency Lighting (a) (b) Emergency lighting shall be defined as the lighting that is required to be provided for use when the LV power supply fails.MANUAL OF SPECIFICATIONS AND STANDARDS (v) (vi) recommended practice of Illuminating Engineering Society (IES) of North America.2. and (vii) NFPA 101– Life Safety Code. for both normal and emergency lighting levels: Areas Signalling and Comm. escalators and stairways.
5 15 30 30 30 15 45 11. The provision of equi-potential bonds shall ensure that touch voltages (between conducting components accessible to persons) during a fault condition do not exceed 60V and avoid electrolytic corrosion of metal parts and structural elements. (c) 203 .BUILDING SERVICES Platform (General) Concourse Subways/Passageways Ticket Barriers Mezzanine Staff rooms Toilets First Aid room 11. reduce or eliminate the effects of electrostatic and electromagnetic interference on equipment arising from auxiliary electrical systems. and provide a clean zero – volt reference point for signals in computer and related equipment. equipment or system failure and protection against interference. (iv) (v) (b) Earthing and equi-potential bonding shall be provided for all electrical installations. In particular Users and staff shall be protected from the possibility of high potential to structural earth potentials and carrying fault current to earth. assemblies and sub-assemblies.10. cabinets.1 General (a) Earthing and bonding shall accomplish the following minimum requirements: (i) (ii) (iii) Protect personnel and equipment from electrical hazards. achieve a reduction in potential to the systems neutrals. to prevent the possibility of dangerous voltage rises and to ensure that faults are rapidly cleared by the installed circuit protection. The earthing shall be designed to comply with the local and international building regulations to ensure safety of persons.10 Earthing and Bonding 200 250 150 200 200 150 75 300 30 37.2. enclosures. drawers. provide a single – point earthing method for each equipment. Other design requirements of the earthing systems are to ensure correct operation of breakers and tripping devices and limitation of damage to plant.2.
: Code of Practice for Distribution of Electricity on Construction Sites.10. On the Station side of the joints.3 Main Equi-potential Bonding Incoming service to the Stations in metal pipe work or armoured cable shall be fitted with isolating joints as close as possible to the point of entry.11 Lightning Protection 11. : Protective Provisions against the effects of Stray Currents on DC systems.MANUAL OF SPECIFICATIONS AND STANDARDS (d) Earthing systems shall comply with the following: (i) (ii) (iii) (iv) (v) (vi) BS 7671 BS 7430 BS EN 50122BS EN 50122-2 BS 7375 IEEE S 80 : Requirements for Electrical Installations. On the incoming side of the joints.10. it shall not affect any signalling circuits.4 Supplementary Bonding All sinks.11. Stations and ancillary buildings from direct lightning strike. : Protective Provisions relating to Electrical Safety and Earthing. the pipe/armour shall be bonded to the main System Earth with earthing cables or tapes. 204 . 11.2. if found necessary. 11.2. and : Recommended Practice for Powering and Grounding of Sensitive Electronic Equipment. 11.2. (vii) IEEE 1100 11. Bonding shall comply with the requirements of BS 7617. wastes and metallic connections to sanitary equipment shall be bonded to earth by means of a minimum 10 mm earth cable.2. : Guide for Safety in AC Substation Grounding.10. the pipe/armour may be connected via an earth limiting device to mitigate stray current.2.2 Earthing One common system earth shall be provided at each Station for the Station power supplies.1 General Lightning protection shall be provided to: (i) Protect above ground structures. The system provided must ensure that in the event of an earth fault being generated. : Code of Practice for Earthing. All ceiling space equipment shall be bonded to earth and the final bond taken to the local sub distribution board earth.
12 UPS BS 6651: Code of Practice for protection of Structures against lightning.2.12 . the UPS shall automatically and immediately commence operation to maintain the supply of power to the high security loads for 30 minutes of operation even if the standby generator fails. In the event of a power failure. and the Depot to supply systems that require high security of supply. Separate UPS systems of adequate capacity shall be provided for various loads. A UPS design for the various UPS systems shall be made furnishing design criteria and the assumptions made in deriving them.BUILDING SERVICES (ii) (iii) protect the equipment located within the zone of protection. The control and communications sub-systems shall also be sized and configured such that it shall be capable of efficiently handling all necessary functions required for the initial design with a 100% expansion capability for the future.2.e. The rating of each half of the dual redundant UPS shall meet the following requirements: (b) (c) 205 . for each of the control and communications sub-systems it supplies. and BS 7671: Wiring Regulations for Electrical Installations in Buildings.2. on-line type (i.2 Design of UPS (a) The UPS shall be a dual redundant. 11. BS 7430: Code of Practice for Earthing. 11..2 System Design The lightning protection system shall be designed to comply with: (i) (ii) (iii) 11.11.2. The standby generator shall supply power to the UPS. and protect personnel working within the zone of protection. output power shall be taken from the batteries at all times other than when a bypass is in operation). (b) (c) 11.1 General (a) UPS systems of proven technology shall be provided at all Stations.12 . Sufficient installed spare capacity shall be provided to enable the UPS systems functionality to be increased to maintain a further 20% load for the period of required autonomy.
phase 50 Hz ± 5% 0. Batteries shall be suitable for the following charging duties: (i) (ii) A fully discharged battery shall be charged to 75% of its rated capacity in 5 hours under float charge conditions.MANUAL OF SPECIFICATIONS AND STANDARDS Output Duration of autonomous operation (at rated output) Input supply Input supply frequency Input power factor Steady state output voltage Steady state output frequency Output voltage adjustment Overload capacity To suit the Concessionaire’s Design Calculations 30 minutes 415 V ± 20%.8 (lagging) and unity 50dB(A) @ 1. 3. 220.127.116.11. 3.9% as minimum.9%. The radio interference level from the UPS shall be equal to or better than suppression degree “N” as defined in VDE 0875. 206 .92 415 V ± 1%.5 m from the UPS cabinet Noise generation (d) The UPS systems shall be suitable for continuous operation allowing for a system availability of 99. (e) (f) 11.1% (free-running) ±3 150% for 10 seconds 128% for 10 minutes Efficiency Better than 90% for loads in excess of 25% of rated load and a power factor between 0.4 The selection of the battery type shall take into consideration the local environmental and health and safety regulations.2.phase.3 Codes and Standards The UPS shall be designed to comply with international standards. and a fully discharged battery shall be charged to 100% of its rated capacity in 10 hours under boost charge conditions. 50 Hz ± 0. The system reliability shall be better than 99. All equipment enclosures located within control rooms and equipment rooms shall meet or exceed a rating of IP54.
12.2.BUILDING SERVICES 11. (b) 11.92 lagging and unity. Harmonic voltage distortion presented to the mains supply shall not exceed 5%. 11. and maintenance bypass – this shall be a manually operated switch to take the entire UPS out of service.2. Battery voltage measurement points shall be provided such that faulty groups of batteries can be detected. change over to mains – this shall operate in the event of UPS failure. and less than 5% for 100% non-linear loads with a crest factor up to 3:1. The inverters shall be capable of delivering its rated power into a load with a power factor between 0.2.7 Indications and Controls (a) (b) (c) (d) A front panel mimic display shall be provided showing the UPS and bypass mode of operation.12. Each unit shall have a dynamic response such that application or removal of a 100% step load causes an output voltage transient of less than ± 2% with a recovery time of less than 4 minutes. Each rectifier shall be rated to meet the full load of charging the batteries together with powering the inverter while operating at rated output.12. The monitoring and diagnostic system shall provide an audible alarm to provide warning and fault indication. whilst the UPS loads continue to be supplied directly from the mains supply.2. inverter overload (or manual operation) when the mains supply is live.6 Inverters (a) The output of the inverters shall be a sine wave having less than 1% total harmonic voltage distortion content for linear loads.8 Static Bypasses The following static bypasses shall be provided: (i) Change over to reserve – this shall operate in the event of inverter failure (or manual operation) to transfer the UPS output to the reserve inverter. Volt-free contacts shall be provided from the UPS systems in order to provide key status information remotely to the Station Management System (SMS). (b) (c) 11.12.5 Rectifiers (a) Duplicate rectifiers shall provide a smooth output with filters to remove harmonics. (ii) (iii) 207 . to transfer the UPS output to the mains.
(xiii) help point system. The DG set shall be adequate to supply the essential light and power requirements and activate automatically in case of normal supply failure as well as the provision of normal and automatic switch over to main supply after the main supply resumes.2.13 Diesel Generator 11. The engine and alternator shall have an overload capacity of 10% for one hour. and (xvii) control centre equipment including SCADA.2. essential lighting in platform and staircase. (b) (c) (d) 208 .13. Such sub systems shall include. 11.MANUAL OF SPECIFICATIONS AND STANDARDS 11.12. Average power factor shall be maintained at 0. The DG shall provide a 415 Volt 3. fire detection and fire pumps. master clock system. SMS system. The DG shall be rated for maximum ambient operating conditions (over 46°C).2. (xii) AFC system. lift. power supply in the event of a loss of supply from the electrical supply provider.9 Interfaces with other subsystems The design of the UPS systems shall interface with the following high security sub-systems in the event of loss of main supply. (xvi) Station telephones. (vii) control and communications.1 General (a) The Stations and Depots shall be provided with a Diesel Generator (DG) sets (with automatic switch-over during and after power failures) to provide back up supplies.phase.92 lagging. (ix) (x) (xi) CCTV system. but not be limited to: (i) (ii) (iii) (iv) (v) (vi) Emergency exit signage. (xv) radio system. safety equipment. emergency lighting and signages. (viii) PA system. 50 Hz. (xiv) FIDS.
1 The fire fighting system is to be designed in accordance with IS 3218. fan ventilated and vertical drip proof to not less than IP 21. the set shall actuate an alarm. be started and run for a pre-determined period on no load conditions at idle speed.13.3 Automatic Testing When the DG is on automatic control and has not been run for 7 days. A separate oil cooler shall be used for the engine oil. and low space (sq. 11. continuously rated and manufactured in accordance with IEC 60034.3 11. brushless type. Engine cooling shall be by air blast cooling via a pusher type fan through motorized louvers. MDB and essential power supply panel where protection by conventional water systems would be unacceptable. The engine shall be fitted with heavy duty dry type air filters with replaceable elements suitable for operating in a dust laden atmosphere. The alternator shall be 4-pole.2 (b) (c) 209 . salient pole.2. 11.2 Design (a) The generator set shall be designed to provide the following: (i) (ii) (iii) (b) (c) Low specific fuel consumption.BUILDING SERVICES 11. (a) The fire suppression.1. The diesel engine which may be a two or four stroke. local codes and relevant Indian/International Standards.1. NBC-2005 and with the approval of local fire authorities. (d) (e) (f) 11. 11.1 Fire Detection and Suppression Systems General All means of egress shall be in conformity with NFPA 130.m) to kVA capacity ratio. The alternator shall be screen protected. National Building Code-2005.3. revolving field. Gas flooding fire suppression systems shall be used in major panels viz 33 kV. Type and location of Portable fire extinguishers shall be as recommended by the local fire authorities. 3-phase.3.3. self regulating.13.2. hydrant and hose reels system shall comply with the relevant Indian Standards. low weight (kg) to kVA capacity ratio. direct injection diesel shall conform to BS 5514 or equivalent.
3 11. The fire main and hydrants shall be fed with sufficiently reliable water supplied from the local mains supply via storage tanks.2 11. There shall also be motorized isolation valves at the delivery point to each Station. Hydrants and hose systems shall comply with the relevant Indian Standards. 11. Hose reels shall be installed in the Stations as required by the local fire authorities.3 11.3.1 210 .2005.MANUAL OF SPECIFICATIONS AND STANDARDS 11.2. National Building Code .3.3. Each hydrant shall comprise a hose connection and a standard bronze gate valve.1 Fire hydrants and hose reels Hydrants shall be located on either end of each Station and additional hose reel shall be provided for each 2000 sq.2. The hydraulic design of the fire main and hydrant system shall comply with the NFPA 14 in respect of flow and pressure requirements for the maximum simultaneous operation of two hydrants. Sprinklers Sprinklers are to be used for fire suppression system in the underground/ basement areas and property development/ commercial areas.3.4 11.3. The sprinkler installations shall be a wet pipe type installed in accordance with the requirements of the local fire authorities and relevant Indian Standard codes. Each fire main shall be fitted with a motorized isolation valve at the centre point of the cross passages.3. 18.104.22.168 11. There shall be a fire main at each Station.meter and above in Station area and supplied from the fire main.2 11. and relevant Indian / International Standards.2. (a) Booster pumps shall be installed where there is the likelihood of the supply water pressure falling below the regulation pressure required at the farthest hydrant point.3 22.214.171.124.2.1 Fire mains The design of the fire mains shall comply with the local fire authorities regulations.126.96.36.199.3. These valves are to be controlled from the Station control room to isolate any sections of the fire main in the event of an accident or damage to a section of the fire main and the resultant flooding of the Station. Booster pumps shall comply with the requirements of NFPA 20.4 11.4 (b) (c) 11.3.
1 Water Supply System General The water supply shall include all the incoming water supplies and the systems they supply.4 11. Cylinders shall be assembled into banks of the required number securely mounted in a frame arranged so that external parts may be readily accessible and corrosion cannot occur. The type of fire extinguishers shall be appropriate for the risk at that location. The gas for gas flood systems shall be stored in rechargeable cylinders at ambient temperature.3.1 11.3.4 188.8.131.52. 11.2 The cold water supply system shall be designed based on number of projected Users and staff based at each Station. 211 .5 11. Gas flooding systems shall be of the total flooding type with high pressure open-ended piping installation on the distribution side. and shall include the following: (i) (ii) (iii) Cold water supply. 11. The Concessionaire shall provide adequate personnel safety features such as pre-discharge warning alarm/signal system. Activation of a detector on one zone shall cause alarm bells to sound.3.5. Hand held portable fire extinguishers Portable fire extinguishers shall be located at strategic positions as agreed with the local fire authorities.1. MDB and essential power supply panel. pressure gauge.5. check valve and all other necessary accessories. 11.4. Portable fire extinguishers shall comply with NFPA 10. which shall be as per NBC-2005.4. Station cleaning water requirement and wastage allowance.1 The gas flooding system shall be designed to comply with local regulations and the local fire authorities.3.5. flexible hose. manual abort function and room isolation procedures in compliance with NFPA 130. hose reel supply.BUILDING SERVICES 11. Each cylinder shall be complete with gas valve/actuator. and sprinkler supply.5.4. Activation of detectors on two zones shall cause a siren or horn to sound to warn that if the system is in the automatic mode the extinguishing agent shall be released.2 11.5 Gas Flooding This shall be used only in major panels viz 33 kV.3 11.3. Each cylinder shall be fitted with an automatic pressure release device for over pressure protection of the cylinder. These warnings shall also be activated by operation of the manual release.
3 11. galvanized steel or copper dependant on the application and the appearance required. Piping materials shall be stainless steel.3.2.5. and BS 8301: Code of practice for building drainage.4.5. All sprinkler pipe work shall have identification bands.1 184.108.40.206 11.4.2 11.0 m and at valves and branches. All sprinkler pipes shall be hot-dipped galvanized to BS EN ISO 1461 to achieve a galvanizing thickness of 100 microns. 212 . Isolation valves may be either butterfly type of the wafer pattern in accordance with BS 5155 with corrosion resistant disc and stainless steel shaft or gate type complying with BS 5150 with resilient covered disc.1 Pipe work and fittings for water supply system The water supply pipe work for the cold water.4.1 Pipe work for drainage services Drainage pipe work The storm water drainage discharge mains shall be of galvanized steel and welded.4.2.4 11.1 11. 11. chilled water refrigeration and fire fighting services shall be galvanized steel and welded with expansion joints as necessary.2 11.2 11. The pipe and fittings shall be designed for a minimum pressure of 16 bars.5 11.2. Fittings shall have wall thickness not less than those of the pipes.MANUAL OF SPECIFICATIONS AND STANDARDS 11. Sanitary pipe work shall be either chromium plated or stainless steel in locations such as toilets and washrooms. Drainage System General Separate storm water and sewerage systems shall be provided for Stations which shall be designed to comply with the following requirements: (i) (ii) BS EN 752: Drains and sewer systems outside buildings.4.2. Check valves shall comply with BS 5153 and shall be of the swing type suitable for vertical use. easy to maintain and aesthetically pleasing shall be provided. lettering and direction of flow indication at intervals not exceeding 5.2 11. The drainage discharge main shall be sized to ensure that in an emergency all drainage pumps shall deliver their design quantity. Plumbing pipe work and valves A water piping system that is durable.3. Automatic air relief valves shall be provided with an isolation valve for maintenance.220.127.116.11.3 11.2.
Flanged pipes shall comply with BS EN 545.5. (c) 213 .6 of BS 4190 and shall be hot-dipped galvanized in accordance with the requirements of BS EN 1461. it shall be in accordance with BS EN 598 and be followed by an epoxy finish.2 Sewerage pipe work (a) (b) The pumped discharge main for the sanitary sump shall be of ductile iron or heavy duty polyethylene.2. All bolts and nuts for flange joints shall be of grade 4. Where zinc coating is proposed for the external finish.BUILDING SERVICES 11. Ductile iron flanges shall have the dimensions given in the relevant tables in BS EN 1092-2. All ductile iron pipes and fittings shall be lined internally with a lining of high alumina cement mortar in accordance with BS EN 598. This shall cover the internal surface of the socket.
Chapter 12 Operations Control Centre .
constructed.5 12.3 Depot Control Centers The Depot control centre should have Depot ATS sub-system with its local workstation and printer. During periods that the OCC is not available. the Depot SCADA sub-system with its local 217 .1. The SCADA local control centers are distributed over the energy networks. 12. Transit and Passenger Rail Systems’.2 Local Control Centers The ATS local control centers should be located along each line. to be designed. including the local ATS sub-system with its local workstation and printer. 12.1 (iv) 12.Chapter 12 Operations Control Centre 12. the OCC will provide centralized supervision of the events in accordance with the recommendations of NFPA 130.1. During an Emergency situation. Operations Control Center (OCC) – Composition The Operation Control Centre (OCC) should encompass the following: (i) (ii) (iii) One central ATS sub-systems line. commissioned and operated by the Concessionaire. Access to the OCC building shall be fully secured. The OCC shall monitor and control all aspects of the Rail system operations.1 General This section lays down the standards of performance requirements for the Operations Control Centre (OCC) for the operation and supervision of the Rail system.1.4 12.1. the training and development servers including one SCADA and one ATS simulator with their printers (with trainer and trainees workstation). and The ATS and SCADA playback servers.2.1.3 12.2 12. operation of the Rail system shall fall-back to the fall-back control facilities at interlocked Stations which shall provide the minimum facilities for operation of the Rail System.2.1 12. The OCC must be accessible to authorized people with disabilities.2 12. SCADA sub-systems: For each line a SCADA is provided for monitoring and control for traction and auxiliary power.2. Access to the Operating and equipment rooms shall be controlled to permit the entry of authorized persons only. Standard for Fixed Guideway.
(a) Signalling System The ECMS shall monitor current status and alarms issued from Signalling equipment. the following sub-systems. maintenance management function. training and development. OCC Functions The key functions of the OCC to be considered are. based on real time database. operation management functions. and the SCADA field level equipment. including RTUs and I/O. safety interlocks. precision stopping.1 OCC Operations Plan As part of the operating plan. It shall also provide a command to force the switching of redundant Signalling equipment.2 Equipment Control and Monitoring System (ECMS) The ECMS should be designed to control and monitor. 12. door operation. 12. The OCC should be able to establish short turn-back operating mode between two Stations in accordance with line switches and with Signalling and traction power sectioning. (b) 12. 12.3 12.1 Automatic Train Control (a) The Automatic Train Control shall control routing speed. the Concessionaire shall develop an OCC operations plan that shall enable the safe.2. communication systems management. acceleration. (b) Traction Power System (i) ECMS shall provide the traffic controller with immediate visual indication of the traction power status for the main line and the 218 . traffic direction.3. and (viii) Automatic Fare Control.3. and some on-board Train announcements. secure and reliable operation of planned passenger services and management of unplanned events.2 (vii) electrical power supervision and control.2. jerk. the following: (i) (ii) (iii) (iv) (v) (vi) Automatic Train Control (ATC). velocity envelope.3. which allow operation to continue on remaining line sections isolated by the failed track section. but not limited to.3. Equipment Control and Monitoring System (ECMS).MANUAL OF SPECIFICATIONS AND STANDARDS workstation and printer.
if any. including UPS. (c) (d) (e) 219 . escalators etc 12. earthing switch etc.3. maintenance. The operator should be able.OPERATIONS CONTROL CENTRE Depot. (ii) (iii) (d) Electrical-mechanical (E&M) systems It should provide supervision and control of all E&M sub-systems located in Stations and Depot. from an emergency control panel. inverter transformers. group call and calls to selected geographical zones. or pre-recorded. police or civil defence. elevators. detailed information being available on OCC console monitors. For Station: PA system should provide uniformly distributed audio messages throughout the Stations. rectifier transformers. OCC should be able to initiate individual call. feeder breakers. Radio: OCC should provide access to radio communications with Train or portable equipment (local/field management) on all channels dedicated to operation. OCC should be able to initiate one-way live. (c) Power Distribution System (i) The ECMS should monitor and control the power distribution system network from the cables to the Traction Power Substations (TPS) and low voltage distribution in Stations and Depot. It should include supervision and control of various equipment such as circuit breakers. This should include supervision of power distribution to TPS and low voltage distribution including powering of all E&M equipment. to shut down traction power on a track section or on the whole line. isolators. announcement to Users in one specific or all Trains.2. resistors bank. Train voice communication: A full-duplex communication system should be provided to permit two-way voice communications between the OCC operator and Users (or the TO). Public address: The OCC operator should be able to remotely control and make live or pre-recorded announcements to selected Trains (or Stations). The power distribution supervision should be available through the dedicated OCC position for that function and should be located in the same control room. switches to primary or secondary switchgear. (ii) (iii) Synthetic overview should be given by the video wall.3 Management of communication systems (a) (b) OCC should incorporate all controls and monitoring devices with audio and video communication systems.
or emergency telephone. Train Operator supervision: The OCC may receive. The CCTV system should provide full coverage of Station areas for surveillance of platforms. System should assist OCC in management of system failure duration from start of perturbation to return to normal operation. reversal zone) and onboard Trains. including cameras. within Station. Users call from intercom. critical track zone (line storage. the “daily Train Operator time sheet” with the reserve Train Operators position. OCC should handle all incoming emergency calls from Station emergency panels or Traction Power sub-stations.MANUAL OF SPECIFICATIONS AND STANDARDS (f) Telephone and voice communication: Telephone set should be provided on each OCC position for service and emergency call with Users and staff. be able to select pre-programmed messages. Emergency telephone calls (police.3.4 Management of Operation Functions (a) (b) Time table generation: Time table generation tool should define the forecast operation program for each traffic period. to generate free text messages and route selected messages to individual or group of panels. transmission system and monitors. Central clock system: The central clock system should provide an accurate and fully synchronized time reference for all sub-systems within the Rail system. and gates including elevator entrances and escalators. Communication Recording: An audio recording device should be provided to record all audio or voice communications (OCC/Train voice communications. from the organization in charge to manage staff.2. equipment rooms and Depot. (g) (h) (i) (j) 12. Depot Train stabling areas. Decision aid procedure on events: It provides a set of instructions to aid the OCC when responding to specific events or combined diagnostics in relation with the Train Operator. Failure reports management: It provides guided dialogs to fill in “real time failure report” forms that will be made available to the MMIS. Public information system (PIS and PA): The Public Information System should broadcast messages and advertisements to Users’ information LCD screens located in Trains and Stations. automatic vending machines. Alarms management: The ATS should provide real-time status information and event messages to the OCC to support system monitoring and failure diagnostic. radio communications. service telephone communications. civil defence). Close circuit television: A complete Closed Circuit Television system should be provided. background music. independently of the PA system. public address announcements. The OCC should. All alarms that pertain to the ATP (c) (d) (e) 220 .
3. and Trains to be cleaned or washed.4. Fleet management: Fleet management should maintain Train sorted lists as available or unavailable Trains. the Control Superintendent shall directly control the situation until the correct emergency service is on site. traction power system. In the event of an Emergency.1 Operations Control Centre (OCC) – Overview Operating Room The OCC operations room is foreseen to consist of work-stations. on-line equipment rooms. as follows: (a) (b) (c) (d) Telephone system. as follows: (i) Control Superintendent providing all communication facilities and monitors to oversee the status of the Signalling and Engineering Systems. Statistics calculations should be performed on daily and monthly basis to provide overall system performance and availability information. The MSS will schedule Train maintenance. passenger help point system. Train control and Train movements. A mimic panel shall display the status of the equipment. ensure maintenance operations logging and tracking. (f) Operational statistics calculations: Real-time information that should be necessary for statistics calculations should be stored. A mimic panel shall display the status of the Revenue Line for each Train by ID and location. Emergency services radio system.OPERATIONS CONTROL CENTRE system status. Train Controller supervising Train movements via the Signalling and Train Control System. etc.5 Maintenance Management Functions A computer based Maintenance Management System (MMS) should be provided for optimization of maintenance activities to enhance the system availability.2. (g) 12. and building services supporting Station. via the SCADA and SMS Systems.4 12. The MSS configuration should be located in the Depot. radio communication system. routes set and on hold. point and signal indications and alarms. schedules for maintenance. and Train failures impacting operations should be conveyed to the OCC. (ii) (iii) (iv) 221 . Communications Controller supervising the voice. data and video communications of the Rail system provided by the Control and Communications Systems. 12. equipment follow-up. Engineering Controller supervising the HV and LV electric power systems.
the Communications Controller shall patch the Rail System voice communications with those of the Emergency service.4 AFC engineers workstations and central computers should be maintained in a secure room. passenger Information system. and master clock system.MANUAL OF SPECIFICATIONS AND STANDARDS (e) (f) (g) (h) CCTV system. Recorders and printers shall be connected to each system to record operations and failures.4. (b) 12. failure trend analysis and re-creation of all events. If required during the attendance of the Emergency services at an incident.4. public address system. The Communications Controller shall manage User enquiries and monitor their movements via the CCTV system. 12. to be accessed by authorized persons only. and (v) A fault and works coordination office with communications and OA&IT facilities shall be provided.3 Staff amenities and meeting room shall be provided.4. 222 .2 12. Equipment Room (a) The Equipment room shall house the system-wide engineering systems central computer equipment and associated power supply units and maintenance engineers workstations. The fault and works coordinator shall coordinate operation activities with maintenance staff during failure situations and non-revenue hours.
Chapter 13 Commissioning of the Rail System .
the Concessionaire shall notify the IE of its intent to subject the Rail System to Tests. The Concessionaire shall ensure that: (i) The Safety Requirements as specified in the Safety Report of the Safety Consultant.3 At least 60 (sixty) days prior to the likely completion of the Rail System. standards and tests for commissioning of the Rail System. IE shall issue Completion Certificate if the Tests are successful and all the works are complete or the IE shall issue Provisional Certificate with Punch List if Tests are successful and the Rail System can safely and reliably be placed in commercial operation though certain works are outstanding and not yet complete.1. 13. who may designate their representatives to witness the Tests.1 Stages involved in commissioning the Rail System are: The Concessionaire shall develop. implement and administer a surveillance and safety programme and shall comply with the Safety Requirements.1.1 13.1.1. are complied with.1.1.1 General This Chapter lays down the procedure.2 (ii) 13.1.5 13. 13.1. Provisional Certificate can be issued for part opening of the line. monitor and review the results of the Tests and trial runs to determine compliance of the Rail System with the Specifications and Standards.1.4 13. after it has carried out safety audit at the design stage.1. 13. it shall have the right to suspend or delay such Test and require the Concessionaire to remedy and rectify the defects or deficiencies. The date and time of each of the Tests shall be determined by the IE in consultation with the Concessionaire. and notified to the Government and to the Safety Commissioner. are complied with. after it has carried out safety audit of the completed construction works.1. provided 75% (seventy five per cent) of the relevant corridor is completed.1. including oscillation trials and trial runs.1. The IE shall observe.Chapter 13 Commissioning of the Rail System 13. and The Safety Requirements as specified in the Safety Report of the Safety Consultant. If it is reasonably anticipated or determined by the IE during the course of any Test that the performance of the Rail System or any part thereof does not meet the Specifications and Standards.6 225 .
and the Government shall determine the conditions. their organisation structure and responsibilities. trained and experienced in the commissioning and operation of the various systems. or any substitute thereof. The maintenance plan. on the fulfillment of which the Rail System can be opened for use by Users.9 13. maintenance manuals for the various sub-systems. if any.1. it shall in a report state the reasons therefor and submit the report to the Government. It shall describe the Tests to be carried out that will verify the operability of the various sub-systems like track. Rolling Stock etc. In accordance with the Andhra Pradesh Municipal Tramways (Construction. Commissioning As part of the safety certification process. in a form to be prescribed by Rules.2. The application shall also describe the personnel to be deployed. On the fulfillment of any such conditions prescribed by the Government.2.7 The Concessionaire shall submit the necessary application to the Safety Commissioner along with all relevant documents for the Safety Commissioner to certify that the Rail System is safe for entering into commercial service. the Safety Commissioner shall issue the certificate of fitness and permit the opening of the Rail System.4 226 . The application shall describe measures to ensure the safety of personnel involved in the commissioning and of Users. the Concessionaire shall submit an application to the Safety Commissioner. If the Safety Commissioner is of the opinion that the Rail System cannot be opened without any danger to the Users.1.2 13. The Concessionaire shall demonstrate that its proposed key personnel are skilled.1.2. which shall cover all aspects of commissioning of the sub-systems.1 13.2 13. and after satisfying that the Rail System is safe for carriage of Users.2. 13. the Safety Commissioner shall inspect and conduct necessary Tests or cause such Tests to be conducted. if any. to the satisfaction of the Safety Commissioner.1. infrastructure and trained personnel for maintenance as well as the tools and plants and equipment for maintenance shall be in place prior to undertaking trial runs.8 13. issue to the Concessionaire a certificate of fitness and permit the opening of the Rail System for commercial operation with stipulations. Operation and Maintenance) Ordinance 2008. rules made thereunder and the provisions of the Concession Agreement.1. All personnel in charge of O&M shall have been provided requisite training prior to deployment.1.MANUAL OF SPECIFICATIONS AND STANDARDS 13.3 13.
Reinstatements and Traffic Regulations .Chapter 14 Work Site Safety.
2. construction and maintenance of roads and diversions to conform to MOSRTH specifications. Reinstatements and Traffic Regulations 14. (viii) supporting/diverting of all utilities within the Right of Way (ROW). power lines etc. construction/ diversion of utilities such as storm water drains. and traffic management including decking. footpaths including kerb stones.1 General This Chapter lays down the specifications and standards for traffic diversions/ regulations and work site safety. 14. dismantling of existing roads and structures and shifting boundary wall to a desired location and restoring it back after completion of works. along with signage/traffic marshals. maintenance of existing roads used for development of Rail System to conform to MOSRTH specifications and norms. shall be undertaken by the Concessionaire as part of development of the Rail System.1 Site Management The following works.2 14. risk analysis. sewer lines. horticulture work and restore the site to its original position. 229 . boundary walls. traffic signalling system.Chapter 14 Work Site Safety. bus shelters/stands. communication lines. of settlement for building protection. reinstatement of services with new materials (except electric/ signal posts in good condition which may be reused) such as street lighting. in accordance with the requirements of Applicable Laws and to the extent permitted under the Concession Agreement: (i) (ii) (iii) (iv) (v) (vi) Cutting/transplantation of trees. (ix) (x) surveying. instrumentation and monitoring. water lines. (vii) provision of barricading of works and the areas occupied by the Concessionaire to segregate them from public area. and preventive and corrective actions. where necessary. The Concessionaire shall be responsible for obtaining relevant certificates and/or clearances from local authorities in relation to the foregoing.
14. The temporary diversion. shall conform to the following minimum standards: (i) (ii) Width of diversion road shall be sufficient. 14. which shall cover the following: (i) (ii) (iii) utilities to be diverted /supported.MANUAL OF SPECIFICATIONS AND STANDARDS 14. as per guidelines given in IRC:SP:55 and in consultation with concerned traffic police and the IE.2 Flood Protection During construction. The traffic management plan shall be put in place before the start of any construction activity.2. proposed methods of predicting the ground movements adjacent to the excavations. (iv) 230 .3 Design of Temporary Works The Concessionaire is required to submit design as required below to the IE: 14. The execution of work shall be so planned that the inconvenience to the traffic is minimal.3. (or at least not less than existing width) for the traffic to be diverted.4 Traffic management (a) A proper traffic management plan during construction shall be formulated by the Concessionaire. 14.2.2. the Concessionaire shall be responsible for providing and maintaining adequate flood protection to ensure protection of the works. and The crust composition shall be as per IRC standards. (b) 14.3 Temporary Power Supply The Concessionaire is responsible for arranging temporary power supply at the Site during the construction period.3. and submitted to the IE for his review and comments. which shall cover the following: (i) (ii) (iii) the utility diversion plan. and the preliminary reinstatement drawings. if any. the preliminary ground treatment and building protection proposal. traffic or other civic service affected.1 Preliminary design submission. prediction of effect on structures due to ground movements and the proposed protective measures to limit the effects to a degree not exceeding the limit.2 Definitive design submission. where constructed.
REINSTATEMENTS AND TRAFFIC REGULATIONS (v) (vi) prediction of lowering of water table and its effect on (b) and (c) above. 14. The Concessionaire shall submit a proposal for barricades of the complete perimeter of all Works areas to the IE.3. The following general guidelines shall be followed: (i) The Concessionaire shall erect barricades. 14.3. safety barriers. (viii) existing and proposed utilities.4.WORK SITE SAFETY.4 14.3 road works and works related to traffic management. reinstatements and programme allowances shall be submitted to IE. pedestrian railings etc. diversions. material specifications. access roads and temporary road works. and proposals for traffic control devices and road safety works. The report shall include details covering type.1 Construction Requirements Access to the Site The Concessionaire shall be responsible for ensuring that any access or egress through the Site boundaries are controlled such that no disturbance to residents or damage to public or private property occur as a result of the use of such access or egress by its employees or representatives. Guidelines given in IRC:35. Painting of the barricades shall be carried out to the design and (b) 231 . IRC:67 and section 800 of the MOSRTH specifications shall be followed in adopting appropriate road markings and traffic signs unless otherwise specified in this section. (vii) pumping systems. (ix) (x) 14. installation details and the requests warranties for the satisfactory field performance.4. including protection measures. road markings. Utilities Report A report giving details of arrangements and working methods in respect of the existing utilities. as per the drawing with gates around its areas of operations to prevent entry by unauthorised persons to his Works areas and necessary identity cards /permits should be issued to workers and staff by the Concessionaire. 14.4 Temporary Works Design Report A report along with drawings on the design of the temporary works to assess their effects on the permanent works and to enable these to be taken into account in the review of the definitive design shall be submitted by the Concessionaire to the IE for review and comments if any. location.2 Traffic Control devices (a) Traffic control devices shall comprise traffic signs.
4. Other advertising signs shall not be erected on the Site. gates and signs installed by the Concessionaire shall be removed by the Concessionaire upon the completion of the Works. 14.3. Hoardings. No work shall be commenced in any Work area until the barricades installed by the Concessionaire are sufficient to prevent. to supplement the paint or thermoplastic line markings. and Clearance of the Site: All Works which are not to remain on the Site after the completion of the Works shall be removed prior to completion of the Works and the Site reinstated to the condition as existed before the Works started except as otherwise agreed. Road marking paint conforming to IS:64 shall be used for object markings. unless otherwise directed. Damaged/worn-out barricades /hoarding shall be replaced within 24 hours. or such other agreed period. 14. unauthorised entry. The types. All hoardings. (iii) (iv) (v) (vi) 14. barricades. These shall be either reflex lens type or solid white beads. (ii) Project signboards shall be erected not later than four (4) weeks. within reason. adjacent to carriageway and marking on kerbs. etc. and object markings such object within the carriageway. barricades. parking. after the date of commencement of the Works. These shall be provided at hazardous locations and while approaching important intersections. 232 . sizes and locations of project signboards shall be in consultation with the IE before manufacture and erection.4. Road markings shall comprise of carriageway markings such as longitudinal markings on intersections.3.4.2 Raised Pavement Markers (Cat’s Eyes): The cat’s eyes or road studs are used to form a semi-permanent marking and provide improved visibility during night time and wet-weather conditions.1 Material (a) (b) Hot applied thermoplastic paint with glass beads shall be used as carriageway marking materials.MANUAL OF SPECIFICATIONS AND STANDARDS colours in consultation with the IE and the Concessionaire shall carry out re-painting of the entire barricades on an annual basis. gates and signs shall be maintained in clean and good order by the Concessionaire until the completion of the Works.3 Road Markings – Specification All road markings shall conform to IRC:35. hazardous locations.
0 (b) (c) Observation Angle 0.1 and 14. Locations of signs shall conform to IRC:67 and Section 800 of MOSRTH Specifications. the co-efficient of retro-reflection shall not be less than 50% of the values of corresponding colour in Tables 14.2.1: Acceptable Minimum Coefficient of Retro-Reflection for High Intensity Grade Sheeting (Encapsulated Lens Type) (Candelas per lux per Square Metre) Entrance Angle -4o +30o -4o +30o -4o +30o WhiteA 300 180 250 150 95 65 YellowA 200 120 170 100 62 45 GreenA 54 32 45 25 15 10 RedA 54 32 45 25 15 10 BlueA 24 14 20 11 7. and informatory signs.2 Message/Borders (a) The messages (legends. A certificate of having tested the sheeting for these properties in an unprotected outdoor exposure facing the sun for two years and its having passed these tests shall be obtained from a reputed laboratory by the manufacturer of the sheeting and shall provide for review and comments.4.4. blistering. REINSTATEMENTS AND TRAFFIC REGULATIONS 14. numerals etc.50o 0. letters. of the IE.4.20o 0.1 and 14. scaling. The reflective sheeting shall be high intensity grade with encapsulated lens or with micro prismatic retro-reflective element material as specified by the Government. The sheeting shall be weather-resistant and show colourfastness.10o B 0.4 Road Signs There are three types of road signs viz.50o 233 . mandatory/regulatory signs.20o 0.4. It shall be new and unused and shall show no evidence of cracking. Screen-printing shall be processed and finished with materials and in a manner specified by the sheeting manufacturers.. Table 14.5 5. edge lifting or curling and shall have negligible shrinkage or expansion. The retro-reflective surface after cleaning with soap and water and in dry condition shall have the minimum co-efficient of retro-reflection (determined in accordance with ASTM standard D 4956-04) as indicated in Tables 14.10o B 0.1 Sheeting The retro-reflective sheeting shall be used on the signs. pitting.WORK SITE SAFETY.4. cautionary/warning signs. 14. if any. 14.2. For screen-printed transparent coloured areas on white sheeting.) and border shall either be screen-printed or of cut-outs.
4. where used. numerals. (e) Cut out messages and borders. etc) and borders.4. the colours shall be as stipulated in IS:5 “Colour for Ready Mixed Paints”. the general colour scheme shall be in accordance with IRC:67.2o 0.2o 0. 14.10 observation angles are supplementary requirements that shall apply only when specified by the purchaser in the contract or order.1oB +30o 240 175 32 42 20 185 140 70 0. which shall be non-reflective as specified by the manufacturer.3 Colour Scheme (a) Unless specified otherwise.5o 0.5o -4o +30o -4o +30o A B 360 170 150 72 270 135 110 54 50 25 21 10 65 30 27 13 30 14 13 6 290 135 120 55 220 100 90 40 105 50 45 22 Minimum Coefficient of Retro-Reflection (RA ) (cd-lx1m-2) Value for 0.2: Acceptable minimum coefficient of retro-reflection for high intensity micro-prismatic grade sheeting (Candelas per lux per square metre) Fluorescent White A Observation Entrance Angle Angle Yellow A Green A Red A Blue A Yellow GreenA Fluorescent YellowA Fluorescent OrangeA 0. The colours shall be durable and uniform when seen in daylight or under normal headlights at night. The cut outs shall be bonded properly with the base sheeting in the manner specified by the manufacturer. Colour scheme for facility information signs. except those in black.4.1o observation angles are supplementary requirements that shall apply only when specified by the purchaser in the contract or order. other useful information (b) (c) (d) 234 . shall be made out of retroreflective sheeting (as per para 14.4.1).1oB -4o 500 380 70 90 42 400 300 150 0. (d) Table 14. destination and plate identification signs shall have green background and white messages (legends.MANUAL OF SPECIFICATIONS AND STANDARDS A B Minimum Coefficient of Retro-reflection (RA) (cd-lx1m-2) Value for 0. Direction. letters.
primed and painted with two coats of epoxy paint. The work of foundation shall conform to relevant IRC/CPWD/PWD Specifications. (e) Clustering and proliferation of road signs shall be avoided for enhancing their effectiveness.4. Sign supports may be of mild steel (MS). (b) (c) 14. In respect of informatory signs. The adhesive shall be protected by an easily removable liner (removable by peeling without soaking in water or other solvent) and shall be suitable for the type of material of the base plate used for the sign.4 Adhesives The sheeting shall either have a pressure-sensitive adhesive of the aggressive tack requiring no heat. 14. In case of pressure sensitive adhesive sheeting. All components of signs and supports. Sheeting with adhesive requiring use of solvents or other preparation for adhesive shall be applied strictly in accordance with the manufacturer’s instructions. REINSTATEMENTS AND TRAFFIC REGULATIONS signs and parking signs shall conform to the provisions contained in IRC:67. other than the reflective portion and GI posts shall be thoroughly descaled.4.WORK SITE SAFETY. The adhesive shall form a durable bond to smooth corrosion and weather resistant surface of the base plate such that it shall not be possible to remove the sheeting from the sign base in one piece by use of sharp instrument. these shall be screen-printed. longitudinal roadside safety 235 . After the nuts have been tightened. the messages/borders shall either be screen-printed or of cut outs.5 Installation (a) The sign posts.4. cleaned. 14. in a manner recommended by the sheeting manufacturer. The signs shall be fixed to the posts by welding in the case of steel posts and by bolts and washers of suitable size in the case of reinforced concrete or GI posts.. reinforced concrete or galvanized Iron (GI).9 sqm shall be mounted on a single post. Any part of MS post below ground shall be painted with three coats of red lead paint. the tails of the bolts shall be furred over with a hammer to prevent removal. solvent or other preparation for adhesion to a smooth clean surface. Normally. Post end(s) shall be firmly fixed to the ground by means of properly designed foundation. and for greater area two or more supports shall be provided. signs with an area unto 0. the sheeting shall be applied in accordance with the manufacturer’s specifications. their foundations and sign mountings shall be so constructed as to hold them in a proper and permanent position against the normal storm wind loads.4. while for warning and regulatory signs.4. or a tack free adhesive activated by heat applied in a heat-vacuum applicator.5 Roadside Safety Barriers There are two types of safety barriers viz.
MANUAL OF SPECIFICATIONS AND STANDARDS
barriers and median safety barriers. 18.104.22.168 Warrants (a) The longitudinal roadside barriers are basically meant to shield roadside obstacles and also for preventing the vehicles veering off the sharp curves. The warrants for roadside objects are mainly dependent upon the type of obstacle and the probability of their being hit. A barrier shall be installed only if the result of vehicle striking the barrier is likely to be less severe than the severity of accident resulting from the vehicle impacting the unshielded obstacle. Some of the commonly encountered roadside obstacles are bridge piers, abutments and railing walls, lighting supports, traffic signs and signal supports, trees and utility poles.
Types of Road side Safety Barriers There are broadly three types of longitudinal roadside safety barriers: (i) (ii) Flexible type (like wire-rope fencing); semi rigid type, like: (a) (b) “W” beam type steel barriers; and thrie beam type steel barriers.
These steel barriers are of strong post type and usually remain functional after moderate collisions, thereby eliminating the need for immediate repair; and (iii) 22.214.171.124 Rigid type (like concrete crash barriers).
Road side Steel Barriers (a) Design Aspects: The “W” beam type safety barriers consists of steel posts and 3 mm thick “W” beam rail element which is spaced away from the posts. The spacer shall minimize vehicular snagging and reduce the likelihood of a vehicle vaulting over the barrier. The steel posts and the blocking out spacer shall both be channel section of 75 mm x 150 mm size and 5 mm thick. The rail shall be 700 mm above ground level and posts shall be spaced 2m center to center. The thrie beam safety barrier shall have posts and spacers similar to the ones mentioned above for “W” beam type. The rail shall be placed 850 mm above the ground level. This barrier has higher initial cost than the “W” beam type but is less prone to damages due to vehicle collisions especially for shallow angle impacts. (b) End treatment for steel barrier: An untreated end of the roadside barrier can be hazardous, if hit, because the barrier beam can penetrate the passenger compartment and cause the impact vehicle to stop abruptly.
WORK SITE SAFETY, REINSTATEMENTS AND TRAFFIC REGULATIONS
End treatments should therefore form an integral part of safety barriers. End treatment should not spear vault or roll a vehicle for head-on or angled impacts. The two end treatments recommended for steel barriers are “Turned down guardrail and anchored in back slope”. Turned down guardrails have the “W” or thrie sections, reduced from full height to ground level, with a gentle slope over a distance of 8 to 9 m. The turned down rail is intended to collapse on impact, allowing the vehicle to pass over it without becoming airborne or unstable. In order to locate the barrier terminal away from the travelled way and to minimize driver’s reaction to a hazard near the road, by gradually introducing a parallel barrier installation or to transition a roadside barrier nearer the roadway, such as a bridge parapet or a railing, the turned down rail should be flared away from the roadway. Suggested flare rates depend upon the design speed and the type of barrier (Table 14.3). Table 14.3 : Flare Rates Design speed in km per hour Flare Rates Rigid barriers 100 80 65 50 17:1 14:1 11:1 8:1 Semi-rigid barriers 13:1 11:1 9:1 7:1
The posts in the end treatment should have the same cross sections as provided in the main barrier. (c) Placement: Placement recommendations determine the exact layout of the barrier and should be made keeping in view the lateral offset of the barrier and flare rate. The final layout shall be a site-specific combination of these factors. The barriers should be made impervious to erosion. Flatter flare rates may be used, particularly where extensive grading would be required to ensure a flat approach from the travelled way, subject to the availability of Right of Way. 126.96.36.199 Roadside Concrete Barriers (a) Design Aspects: Roadside concrete safety barriers are rigid barriers having a sloped front face and a vertical back face. Based on evaluation of vehicle direction, sight distance, structural stability and the psychological effect of barrier height on driver reaction, the height of the median barrier shall be approximately 800mm. Variations upto 50 mm in height of barrier may be made in the total height of the barrier to meet the site requirements. However, lower slope shall be maintained
MANUAL OF SPECIFICATIONS AND STANDARDS
at a height between 200 mm and 350 mm so as to reduce the chances of overturning of the vehicles. The concrete barriers may be pre-cast in length up to 6 m, depending upon the feasibility of transport and lifting arrangements. Concrete grade for the barriers should not be leaner than M30. The minimum thickness of foundations shall be 25 mm cement concrete or hot mix asphalt placed at the base of barrier, to provide lateral restraint. Where more than 75 mm thick overlay on the road pavement is anticipated, the foundation step may be increased to 125 mm. However, longitudinal roadside concrete barrier should have elaborate footing design which is structurally safe, unless sufficient earth support is available. (b) End Treatment: Safety barrier shall be provided with an end treatment, which shall be obtained by tapering the height of terminating end of the median barrier within a length of 8 m to 9 m. Placement: Placement recommendations for roadside steel barriers, are applicable to concrete barriers as well.
General Raised kerbs or drains shall not be provided between the carriage way and the barriers. These destabilize the vehicle balance and disturb its equilibrium before it strikes the barrier, thus defeating the essential purpose of safety and redirection of the impacting vehicle.
Survey Points The Concessionaire shall carefully protect all the survey reference points, bench marks, setting out points, monuments, towers and the like from any damages and shall maintain them and promptly repair or replace any points damaged from any causes whatsoever. The Concessionaire shall regularly recheck the position of all setting out points, bench marks and the like to the satisfaction of the IE.
Protection of the Works from Weather During construction of the Works, storm restraint systems shall be provided where appropriate. These systems shall ensure the security of the partially completed and on going stages of construction in all weather conditions.
Damage and Interference (a) Work shall be carried out in such a manner that there is no damage to or interference with: (i) (ii) (iii) (iv) Watercourses or drainage systems; utilities; structures (including foundations), roads, including street furniture, or other properties; public or private vehicular or pedestrian access; and
WORK SITE SAFETY, REINSTATEMENTS AND TRAFFIC REGULATIONS
monuments, trees, graves or burial grounds other than to the extent that is necessary for them to be removed or diverted to permit the execution of the Works. Heritage structures shall not be damaged or disfigured on any account.
The Concessionaire shall inform the IE as soon as practicable of any items which are not stated in the Concession to be removed or diverted but which the Concessionaire considers need to be removed or diverted to enable the Works to be carried out. Such items shall not be removed or diverted until the consent to such removal or diversion has been obtained. Items which are damaged or interfered with as a result of the Works and items which are removed to enable work to be carried out shall be reinstated to at least the same condition as existed before the work started. Any claims by utility agencies due to damage of utilities by the Concessionaire shall be borne by the Concessionaire.
Utilities Responsibility of the Concessionaire regarding utilities is detailed in Appendix II to this chapter.
Structures, Roads and Other Properties The Concessionaire shall immediately inform the IE of any damage to structures, roads or other properties.
Access Alternative access shall be provided to all premises if interference with the existing access, public or private, is necessary to enable the Works to be carried out. The arrangements for the alternative access shall be as agreed by the Independent Engineer and the concerned agency. Unless agreed otherwise, the permanent access shall be reinstated as soon as practicable after the work is complete and the alternative access shall be removed immediately and the ground surfaces reinstated.
Trees The Concessionaire is not permitted to cut any trees except in accordance with all Applicable Laws. The Concessionaire has to assess the number of trees existing within the right-of-way and has to arrange permission from appropriate Government authorities for cutting back or removal of trees which are deemed to be affected by the right of way (i.e., within the limits of permanent works). The trees requiring to be felled will be removed from ground level by the Concessionaire prior to commencement of the works.
Removal of Graves and Other Obstructions If any graves and other obstructions are required to be removed in order to execute the Works and such removal has not already been arranged for, the Concessionaire shall draw the Independent Engineer’s attention to them in
MANUAL OF SPECIFICATIONS AND STANDARDS
good time to allow all necessary arrangements and authorisations for such removal. 14.13 Protection of the Adjacent Structures and Works The Concessionaire shall take all necessary precautions to protect the structures or works being carried out by others adjacent to and, for the time being, within the Site from the effects of vibrations, undermining and any other earth movements or the diversion of water flow arising from its work. 14.14 Traffic Management Plan The Concessionaire shall develop a detailed traffic management plan for the work under the Concession. The purpose is to develop a traffic management plan to cope with the traffic disruption as a result of construction activities by identifying strategies for traffic management on the roads and neighbourhoods impacted by the construction activities. The Concessionaire shall implement the traffic management plan throughout the entire period of the Concession. 14.14.1 Principles for Traffic Management Plan The basis for the plan shall take into consideration the following principles: (i) (ii) (iii) (iv) 14.14.2 to minimise the inconvenience to road users and the interruption to surface traffic through the area impacted by the construction activities; to ensure the safety of road users in the impacted area; to facilitate access to the construction site, and to maintain reasonable construction progress; and to ensure traffic safety at each construction site.
Integrated Traffic Management Plan The Concessionaire shall prepare an integrated plan showing the arrangements to be made for accommodating road and pedestrian traffic, at individual construction sites and continuously along the alignment, to smooth traffic operations and for the safety of both construction workers and road users. The plan shall consider different measures such as: (i) (ii) (iii) (iv) (v) (vi) The use of top-down construction to reduce the period of disruption to road users; proper phasing and timing of traffic signals; modifications to intersection geometry; changes in lane usage; parking prohibitions; re-location of bus stops;
(vii) reducing width of footpaths and median; (viii) right-turn prohibition;
) which are affected by the construction works shall be maintained or relocated to appropriate locations. workmen. traffic management schemes. The footpath shall be separated from vehicle traffic. (viii) any traffic related facilities (bus stops. pedestrians. The Concessionaire shall take account of the need to maintain essential traffic requirements.14. plant and equipment shall be protected from accident at all times. (b) (c) (d) (vii) construction traffic shall be separated from other traffic wherever possible. roadway designs. where existing footbridges and underpasses are demolished or closed. The Concessionaire shall include local traffic diversion routes and assess traffic impacts caused by the construction in the affected areas. REINSTATEMENTS AND TRAFFIC REGULATIONS (ix) (x) (xi) work site access management. Where it becomes necessary to close a road or intersection. unless otherwise indicated. as these may influence the construction process. Other considerations include: (i) (ii) (iii) (iv) (v) (vi) The minimum lane widths for fast traffic and mixed traffic shall follow the regulations of the different authorities. parking. traffic diversion schemes to adjacent roadways shall be developed with quantitative justifications. or supplementary lanes are required to satisfy the traffic demands. and installation 241 .WORK SITE SAFETY. minimising the duration of any road closure.5 m. reversible lane operations. access to business premises and property shall be maintained to the extent that normal activities are not seriously disrupted. minimum footpath width shall be 1. provisions shall be made for pedestrian crossing to minimise the conflicts between a traffic lane. 14. etc. Emergency access to all properties shall be maintained at all times. (xii) modification of roadway alignment affected by the construction. any roads or intersections that have no alternative access shall not be fully closed for construction. and (xiii) other engineering measures as may be applicable. (ix) (x) motorists.3 Mitigation of Traffic Disturbances (a) The Concessionaire shall manage the vehicular and pedestrian right of way during the period of construction.
14. Temporary traffic arrangements and control shall be inspected and maintained regularly. fails to secure the necessary approval from the transport authorities and the traffic police department for temporary traffic arrangements and control on public roads.MANUAL OF SPECIFICATIONS AND STANDARDS of traffic control devices shall be in conformance with the requirements and regulations defined by the relevant authorities.1 Temporary Traffic Arrangements and Control (a) Temporary traffic diversions and pedestrian routes shall be surfaced and shall be provided where work on roads or footpaths obstruct the existing vehicular or pedestrian access. Adequate number of traffic marshals shall be deployed for smooth regulation of traffic. backing plates and faces.15.15. Temporary traffic signs.15 Approval for Temporary Traffic Arrangements and Control The Concessionaire shall make all arrangements with and obtain the necessary approval from the transport authorities and the police department for temporary traffic arrangements and control on public roads. 14. All overhead traffic management signs that are fixed to bridges and gantries shall be illuminated at night. The relevant work shall not be commenced until the temporary traffic arrangements and control have been implemented. both by day and night. shall comply with the requirements of the traffic police and should be in accordance with the requirements of MOSRTH. Lights and signs shall be kept clean and legible. posts. utility diversions shall be incorporated in the traffic management plan. In the event that the Concessionaire. dirty. incorrectly positioned or not in working order shall be repaired or replaced promptly. (b) (c) (d) (e) 14. then the IE will use its best endeavours to assist the Concessionaire to secure such approval but without responsibility on the part of the IE to do so.2 Particulars of Temporary Traffic Arrangements and Control (a) The following particulars of the proposed temporary traffic arrangements and control on public roads shall be submitted to the IE at least 28 days before the traffic arrangements and control are implemented: 242 . having used its best endeavours. Copies of documents containing such requirements shall be kept on the Site at all times. and (xi) where applicable. including road markings. Temporary traffic arrangements and control for work on public roads and footpaths shall comply with the requirements of the traffic police. Equipment which are damaged. Pedestrian routes shall be illuminated at night to a lighting level of not less than 50 lux.
Site perimeter fencing and barriers along the roadway. 14. shall have flashing amber lights positioned on the top of them every 50 m apart and at every abrupt change in location. guarding and traffic control equipment shall be removed immediately when they are no longer required.4 Reinstatement of Public Roads and Footpaths (a) Temporary diversions.WORK SITE SAFETY. REINSTATEMENTS AND TRAFFIC REGULATIONS (i) (ii) (iii) Details of traffic diversions and pedestrian routes. silt or debris from entering gullies on roads and footpaths. details of lighting. entry of water to the gullies shall not be obstructed. but not be limited to: (i) (ii) (iii) Parking bays. mud or debris will not be deposited on roads. Concessionaire’s equipment and other vehicles leaving the Site shall be loaded in such a manner that the excavated material. Directly below the flashing light shall be fixed.15. guarding and traffic control arrangements and equipment. road signage. correspondence and approval. footpaths and other items affected by temporary traffic arrangements and control shall be reinstated to the current MOSRTH specifications. The wheels of all vehicles shall be washed when necessary before leaving the Site to avoid the deposition of mud and debris on the roads. in the vertical position. pedestrian access and lighting. the barriers shall be in a continuous unbroken line. signing.3 Use of Roads and Footpaths (a) (b) Public roads and footpaths on the Site in which the work is not being carried out shall be maintained in a clean and passable condition. The Concessionaire shall submit his design for the reinstatement to the relevant authorities and obtain their prior approval to carry out the work. (c) (d) 14. footpath and kerbs. signage. including copies of applications. Surfaced roads on the Site and leading to the Site shall not be used by tracked vehicles unless protection against damage is provided. Reinstatement works shall include. Measures shall be taken to prevent the excavated materials. Roads. (b) 243 . (b) (c) Where concrete barriers are used to separate flows of traffic.15. and any conditions or restrictions imposed by traffic police or any other relevant authorities. All such loads shall be covered or protected to prevent dust being emitted. a white fluorescent light with a waterproof cover.
the Concessionaire shall. To this end. acceptable and stable condition. in consultation with the IE. telephone. (c) The Concessionaire shall be responsible for provision of: (i) Water. electricity. Site utilities and access. 14. and shall so arrange site boundary fences at all access drainage points of work areas that its use of such access points etc.. structures and buildings and for all site laboratories in accordance with requirements. (ii) (d) Access roads and parking areas shall be provided within the Site as required and shall be maintained in a clean. and (vii) road painting. landscaping. Notices shall be displayed at intervals around the Site to warn the public of the dangers of entering the Site. For lengths of roadway longer than 100 m and where vehicle movements exceed one hundred (100) movements/day and heavy commercial vehicle are to ply. and such other security personnel and patrols elsewhere as may be necessary to maintain security. traffic lights and control cable. the Concessionaire shall provide paved surfacing of adequate thickness and quality in consultation with the IE. During the progress of the Works. The Concessionaire shall make all arrangements with and obtain the necessary approval from the relevant civil and utility authorities for the facilities. sewerage and drainage facilities to site offices. In order to operate such a security system it will be necessary to institute the issue of unique passes to personnel and vehicles entitled (b) (c) (d) 244 . are not restricted by the system or method of achieving the required security measures. He shall set up and operate a system whereby only those persons entitled to be on the Site can enter the Site. the Concessionaire shall maintain such additional security patrols over the areas of the Works as may be necessary to protect its own and its sub-contractor’s work and equipment and shall co-ordinate and plan the security of both the work under this Concession and the work of others having access to and across the Site and the Works. and power supply for his works. The Concessionaire shall maintain all site boundary fences in first class condition.MANUAL OF SPECIFICATIONS AND STANDARDS (iv) (v) (vi) street lighting.16 Security (a) The Concessionaire shall be responsible for the security of the Site for the full time the Site is in its possession. provide the specific points only at which entry through the security fence can be effected. and shall provide gates and barriers at such points of entry and whereby maintain a twenty four (24) hour security guard.
Security measures shall be coordinated with the IE. Security and checking arrangements as necessary shall be provided with advice and help of the police. in consultation with the IE a system and the design of passes to suit the requirements of the foregoing and to suit the methods of work to be adopted by the Concessionaire. The Concessionaire shall at all times ensure that the field engineer has an up to date list of all persons entitled to be on the Site at any time . (f) (g) 245 . (e) The Concessionaire shall liaise with his sub-contractors and ensure that co-ordinated security procedures are operated. The Concessionaire shall. in particular in respect of vehicles permitted to pass through the Sites of different sub contractors. REINSTATEMENTS AND TRAFFIC REGULATIONS to be on the Site. at the outset.WORK SITE SAFETY. and which may need to be separately identifiable according to the shifts being worked on Site. determine.The Concessionaire shall also introduce a system of issue of passes to any outsider or person/vehicles belonging to agencies other than the IE who may have to visit the site in connection with the work.
and. The removal.Appendix I (Chapter 14) Works Areas and Temporary Power Supply 1. Damages or obstructions caused to any watercourse. (iii) Drainage and Sewerage (a) All storm or rainwater from the Site including any access roads thereto shall be conveyed to the nearest stream course. Any damage done to the adjoining public roads and fixtures and properties (public or private) shall be made good by the Concessionaire to the satisfaction of the IE. catchpit. Treatment and disposal of sewage and wastewater from the Works area shall be provided to the satisfaction of the IE. (b) (c) (d) 247 . All temporary and permanent works shall be carried out in such a manner that no damage or nuisance are caused by storm water or rain water to the adjacent property. channel or storm water drain as required. in particular. footpaths and roadways and connecting facilities shall be clearly defined. loading/ unloading and manoeuvring of motor vehicles. No drain or watercourse shall be used without approval. (c) (ii) Roads and Parking (a) (b) Space shall be provided within the Site for parking. Standard Engineering Conditions The following standard engineering conditions apply to the portions of the Site where any part of the Works are undertaken: (i) Formation (a) (b) The Site shall be formed to the levels agreed upon with IE. The Site shall be surfaced in a manner. drain. compatible with their intended use.main or other installations within or adjoining the Site shall be made good to the satisfaction of the IE. Measures shall be taken to ensure that all areas are properly drained and kept free of static water. diversion or reinstatement elsewhere as may be required of any existing works or installation whatsoever within the Site shall be carried out to the satisfaction of the IE. water.
No potable water from the local authorities shall be used for heating. removed and reerected in the new location wherever and whenever a Works area is relinquished in stages. (vi) Fencing The Site shall be secured against unauthorised access at all times. telephone and sewerage shall be provided by the Concessionaire. The name and contact telephone number of the representative having been reviewed by the IE shall be displayed at the main distribution board for the temporary electrical supply so that he can be contacted in case of an emergency. as required. Electrical: General Requirements Temporary electrical Site installations and distribution systems shall be in accordance with: 248 . or vehicle washing without the written consent of the authority concerned.MANUAL OF SPECIFICATIONS AND STANDARDS (iv) Buildings (a) (b) (c) No permanent structures other than those required for the permanent works shall be permitted on the Site. All works shall be supervised or executed by qualified and suitably categorised electricians. (b) (c) (d) 3. Work on Site (a) The Concessionaire shall nominate a representative whose name and qualifications shall be submitted in writing to the Independent Engineer for review not later than 4 weeks before his appointment and who shall be solely responsible for ensuring the safety of all temporary electrical equipment on Site. and these diagrams together with the temporary electrical equipment shall be submitted to the IE for his review. who are registered as such under the Electricity Ordinance 1990/ Electricity (Registration) Regulations 1990. Schematic diagrams and the details of the equipment for all temporary electrical installations shall be submitted by the Concessionaire. water. cooling and humidification purposes. All electrical installation work on Site shall be carried out in accordance with the requirements laid down in BS 7375. In particular fencing or the like shall be maintained. for all temporary buildings. signing and guarding. Electricity. (v) Pedestrian Access Every existing pedestrian access throughout the Site shall be maintained in a usable condition at all times including lighting. The Concessionaire shall not install or operate any temporary Site electrical systems until this representative is appointed and has commenced duties. 2.
(c) 6. and reduced voltages shall conform to BS 7375. BS 7375 Distribution of Electricity on Construction and Building Sites. suitability for transport and storage. installations in Site buildings – 230V/1-phase. 4.WORKS AREAS AND TEMPORARY POWER SUPPLY (i) (ii) (iii) (iv) (v) (vi) Indian Electricity Rules. All cabling shall be run at high level whenever possible and firmly secured to ensure that they do not present a hazard or obstruction to people and equipment. IEE Wiring Regulations (16th Edition). Types of Distribution Supply. the Power Companies’ Supply Rules. movable plant fed by trailing cable – 415V/3-phase. Appliances and Components All materials. Materials. robust construction to resist moisture and damage. Design Considerations (a) Distribution equipment utilised within the temporary electrical distribution system shall incorporate the following features: (i) (ii) (iii) (iv) (b) Flexibility in application for repeated use. The following voltages shall be adhered to for typical applications throughout the distribution systems: (i) (ii) (iii) fixed plant – 415V/3-phase. 5. 230V supply. 249 . The installation on Site shall allow convenient access to authorised and competent operators to work on the apparatus contained within. 415V/ 3-phase 4 – wire system: (i) (ii) (b) Single phase voltage shall be as per the Electricity Authority. Mains Voltage (a) The Site mains voltage shall be as per the Electricity Authority. electricity and its subsidiary regulations. and safety in use. and (vii) any other applicable national standards. BS 4363 Distribution Assemblies for Electricity Supplies for Construction and Building Sites. appliances and components used within the distribution system shall comply with BS 4363 and BS 7375 Appendix A.
High voltage couplers and ‘T’ connections shall be in accordance with BS 3905. Socket outlets and Couplers Low voltage plugs. Discrimination between circuit breakers and fuses shall be in accordance with: (i) (ii) (iii) (iv) BS 88. and any other appropriate Indian Standards. BS 7375. and IEEE Standard 80 Guide for Safety in AC Substation Grounding. (b) 8. Earthing systems shall conform to the following standards: (i) (ii) (iii) (iv) IEE Wiring Regulations (16th Edition). 250 . (c) The Concessionaire shall carry out any conversion that may be necessary to enable him to use power from his source of supply. Protection of Circuits (a) Protection shall be provided for all main and sub-circuits against excess current.MANUAL OF SPECIFICATIONS AND STANDARDS (iv) (v) (vi) fixed flood lighting – 230V/1-phase. Earthing (a) Earthing and bonding shall be provided for all electrical installations and equipment to prevent the possibility of dangerous voltage rises and to ensure that faults are rapidly cleared by installed circuit protection. 7. Supply cables up to 3. BS EN 60898. residual current and earth faults. and (vii) portable hand-lamps (general use) – 115V/1-phase. Site lighting (other than flood lighting) – 115V/1-phase. BS 7375. BS 7430. sockets and couplers shall be colour coded in accordance with BS 7375. under and over voltage.3kV shall be in accordance with BS 6346. portable and hand held tools – 115V/1-phase. and constructed to conform to BS EN 60309. (b) 9. The protective devices shall be capable of interrupting (without damage to any equipment or the mains or sub-circuits) any short circuit current that may occur. 10. Plugs. Cables (a) Cables shall be selected after full consideration of the conditions to which they will be exposed and the duties for which they are required.
(d) All cables which have a voltage to earth exceeding 65 V (except for supplies from welding transformers to welding electrodes) shall be of a type having a metal sheath and/or armour which shall be continuous and effectively earthed. For resistance to the effects of sunlight. Voltage shall not exceed 55 V to earth except when the supply is to a fixed point and where the lighting fixture is fixed in position. the cable shall conform to one of the following specifications appropriate to the duties imposed on it: (i) (ii) (iii) BS 6708 flexible cables for use at mines and quarries. Luminaires shall have a degree of protection not less than IP 54. (b) (c) 251 . BS 6007 rubber insulated cables for electric power and lighting. reference shall be made to BS 7375. (e) (f) (g) (h) 11. Flexible cables shall be in accordance with BS 6500 and BS 7375. Lighting Installation (a) Where Site inspection of the Works is required during the nights. In the case of flexible or trailing cables. All cables which are likely to be frequently moved in normal use shall be flexible cables. Cables which have applied to them a voltage to earth exceeding 12 V but not normally exceeding 65 V shall be of a type insulated and sheathed with a general purpose or heat resisting elastomer. and BS 6708 Flexible cables for use at mines and quarries. (c) Where low voltage cables are to be used. such earthed metal sheath and/or armour shall be in addition to the earth core in the cable and shall not be used as the sole earth conductor.WORKS AREAS AND TEMPORARY POWER SUPPLY (b) For supplies to mobile or transportable equipment where operation of the equipment subjects the cable to flexing. and BS 6500 insulated flexible cords and cables. the Lighting circuits shall be run separate from other sub-circuits and shall be in accordance with BS 7375 and BS 4363. overall non-metallic covering of cables shall be black in colour. The following specifications shall also be referred to particularly for underground cables: (i) (ii) BS 6346 for armoured PVC insulated cables. a degree of protection to IP 65 shall be employed. In particularly bad environments where the luminaires are exposed to excess of dust and water. Armoured cables having an over sheath of polyvinyl chloride (PVC) or an oil resisting and flame retardant compound shall be used whenever there is a risk of mechanical damage occurring.
14. 12. Mechanical protection of luminaires against damage by impact shall be provided by use of wire guards or other such devices whenever risk of damage occurs.MANUAL OF SPECIFICATIONS AND STANDARDS (d) (e) The Concessionaire shall upgrade the lighting level to a minimum of 200 lux by localised lighting in all areas where required. All portable electrical appliances shall be permanently numbered (scarf tag labels or similar) and a record kept of the date of issue. The Concessionaire shall submit for review by the Independent Engineer details of his maintenance schedule and maintenance works record. Inspection and Testing Electrical installations on Site shall be inspected and tested in accordance with the requirements of the IEE Wiring Regulations (16th Edition). Motor control and protection circuits shall be as stipulated in BS 6164. Maintenance (a) Strict maintenance and regular checks of control apparatus and wiring distribution systems shall be carried out by an electrician (duly qualified to carry out the said checks) to ensure safe and efficient operation of the systems. Electrical Motors (a) (b) Totally enclosed fan cooled motors to BS 4999: Part 105 shall be used. circuit breakers and motors to specify their purpose. (b) 252 . 13. Identification Identification labels of a type reviewed by the IE shall be affixed to all electrical switches. date of the last inspection carried out and the recommended inspection period. 15. Emergency stops for machinery shall be provided.
Appendix II (Chapter 14) Utilities 1. Responsibility of the Concessionaire (a) The Concessionaire shall make his own enquiries and investigations. The records shall contain the following details: (i) (ii) (iii) (iv) Location of utility. to ascertain the existence. sewers. location and size of utilities. power cables. telecommunication cables. nature. nature and sizes of the utilities. 253 . (c) (d) Records of the existing utilities encountered shall be kept by the Concessionaire on the Site and a copy provided for the IE. and discovery of utilities not previously identified. The Concessionaire shall immediately inform the IE and the utility agencies of any: (i) (ii) (iii) damage to utilities. and will remain in place and require the use of specific construction methods to complete the works around and below or above the utilities including support of the utilities during construction. leakage of utilities. transformers. condition of utilities. telephone posts. General Utilities are defined as public utilities above or below ground and include all live water mains. The schedule will list out utilities that: (i) will be diverted by the Concessionaire during the course of the Works. 2. including excavating trial holes. A schedule of utility diversions and utilities to remain but to be supported (the utility diversion plan) will be prepared by the Concessionaire and submitted with the preliminary design. (ii) (b) The diversion work shall be undertaken by the Concessionaire in accordance with the requirements of the Concession Agreement. street lights. storm water drains etc. date on which the utilities were encountered.
ownership. 254 .MANUAL OF SPECIFICATIONS AND STANDARDS (v) (vi) (e) temporary or permanent supports provided. size and material) of all such utilities on the as-built drawings. The Concessionaire shall include the details (plan. and diversions made – temporary or permanent. location.
K. Planning Commission. 4. R. S. Civil Engineering Sub Group Mr. Hyderabad Metro Rail Limited Core Group 1. Electrical Engineering Sub Group 2. Ministry of Urban Development. France) Mr. Indian Railways (IR) & Head. Sivaramakrishna Former Chief Signalling & Telecommunications Engineer.V. Sinha Former General Manager. S. Gajendra Haldea Adviser to Deputy Chairman. N. 255 . Review Group 1. 3.Contributors to the Manual Chief Mentor Mr.K. Rolling Stock Sub Group Mr. Urban Transportation. GoI Mr.S. Delhi Metro Rail Corporation (DMRC) Mr. 4. 5. S. Reddy Managing Director. Mangu Singh Civil Engineering Expert & Director.P. Saha Electrical Engineering Expert & Director. PPP. GoI Team Leader & Chief Co-ordinator Mr. Chandrasekharan Former Chief Electrical Engineer. Signalling and Telecommunications Sub Group Mr. Mr. IR & Head. DMRC Mr.C. R. IR & Head. GoI 2.Iyer Former Chief Engineer. N. 3. Satish Kumar Eminent Electrical Engineer & Director. IR & Head. Jean Philippe Berger Urban Mass Transit Expert (M/s Semaly Consultants/Egis rail. Lohia Civil Engineering Expert & Director. Planning Commission. Mr.
S. GoI 2.V. Hyderabad Metro Rail Ltd 2. Stanley Babu Former General Manager. D.C. GoI 2. Legal Advisers to Government of Andhra Pradesh M/s.MANUAL OF SPECIFICATIONS AND STANDARDS Appraisal Group 1. Hyderabad Metro Rail Limited & Ex-Officio Principal Secretary to GoAP Mr. Ravindra Eminent Civil Engineer & Former Chairman. Mr. Gupta. Road Transport & Highways (MOSRTH). Prashant Kumar Commissioner of Railway Safety. 2. IR & Adviser to GoAP Dr. 3. Railway Board. 256 . M/s. Legal Vetting 1.P. Internal Technical Audit Group 1. Former Director General. Ministry of Civil Aviation.K. 4. Garg Former Chief Commissioner of Railway Safety. Md. Hyderabad Metro Rail Ltd Mr. Hemant Sahai & Associates Legal Counsel to Planning Commission. Mr. GoI Mr. Ministry of Shipping. GoI. Ziauddin Chief Engineer (Civil). Ministry of Railways Mr. M.P. Safety Review Group 1. G. Amarchand Mangaldas & Suresh A. Shroff & Co. Vishnu Vardhan Reddy Executive Engineer (Civil). Mr. Ministry of Civil Aviation. Sarma Chairman. T. M.
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